MBTA Light Rail Transit System

Transcription

1 Massachusetts Bay Transportation Authority MBTA Light Rail Transit System OPERATIONS AND MAINTENANCE PLAN January 6,

2 Revision History Date [date] Issue Initial Changes Notes I i

3 MBTA Light Rail Transit System OPERATIONS AND MAINTENANCE PLAN Table of Contents 1.0 INTRODUCTION...! 1.1 Purpose of the Operating and Maintenance Plan SYSTEM DESCRIPTION AND CHARACTERISTICS MBTA Light Rail Overview MBTA Green Line Extension Project Description MBTA Light Rail Facilities and Systems Stations and System Accessibility Revenue Vehicle Fleet...: Vehicle Fleet Maintenance and Train Storage Facilities Main Line Track Segments Traction Power System Operations Control Center (OCC) Train Control and Signal Systems Communications System Fare Collection System SafetyProgram... l Security Connections with the MBTA Bus Network OPERATIONS Management and Supervision MBTA Light Rail Boarding Projections Existing Light Rail Ridership Green Line Extension Boarding Projections Passenger Capacity Train Service Guidelines Train Consist Requirements Travel Times Travel Times between Stations Accommodating Persons With Mobility Needs..., Train Operations Green Line Branches and Central Subway Green Line Extension Start-up Operations- Green Line Extension Revenue Service Initiation-GreenLine Extension Total Revenue Fleet Requirements FY Operations Control Center Train Operators Reporting Station Relief Points and Fallback Operators

4 Duty Assignments ENGINEERING AND MAINTENANCE Management and Supervision Track Communications Signals Traction Power Traction Power Substations...,...: Overhead Catenary System (OCS) Building and Structures Engineering and Maintenance Projects Systems Engineering SUBWAY FLEET AND SUBWAY FLEET SERVICES Management aij.d Supervision Description ofmbta Green Line Light Rail Fleet Fleet Interchangeability Heavy Rail and Light Rail Operations Fleet Management Plan Train Control Description oflight Rail Fleet Services Facilities Everett Subway Repair Facility Riverside Carhouse Reservoir Carhouse...." Lake Street Carhouse Green Line Extension (GLX) Carhouse Mattapan Repair Shop Subway Fleet Inspection and Maintenance Cleaning and Servicing Unscheduled Maintenance and Repair Critical Systems Replacement or Overhaul/Rebuild Program Emergency Response Capabilities RULES, SAFETY, SECURITY, AND TRAINING..., Responsibility for Safety and Security System Safety Management Plan...: Regulatory Agencies Federal Railroad Administration (FRA) Federal Transit Administration (FTA) Federal Communications Commission (FCC) Architectural Access Board Department of Public Utilities (DPU) American Disability Act Access Guidelines (ADAAG) Industry Organizations and Standards American Public Transportation Association (APTA) American Railway Engineering and Maintenance-of-Way Association (AREMA)..., National Fire Protection Association (NFPA) Operating Rules Standard Operating Procedures IV

5 6.7 Special Orders...,.: Training and Qualification Training for Transportation Training for Signal Systems Training for Light Rail Vehicle Maintenance SERVICE INTERRUPTIONS AND EMERGENCIES Principal Objectives Safety and Security Loss and Damage Mitigation System Recovery Service Recovery Scenarios Collision or Deraihnent Fire or Smoke Outsider/Trespasser/Suicide Death Personal Injury/Serious Illness Grade Crossing Accident Hazardous Materials Release Property Damage or Serious Vandalism Wind, Heavy Rains, Flood Damaged or Obstructed Track or Structure Traction Power System Failure Vehicle Mechanical Failure Signal/Control System Failure SCAD A System Failure Civil Disorder Terrorist/Bomb Threat Other Recovery Scenarios Role of the Operations Control Center (OCC) Description and Location ofthe OCC Coordination and Control ofthe Subway System Immediate Notifications Communications Center...: Recovery Strategy Formulation and Implementation ' Accident/Incident Investigation Requirements Coordination of Resources Regulatory Reporting Requirements Lessons Learned/Continuous Improvement MBTA GREEN LINE STAFFING PLAN STAFF SUPPORT FUNCTIONS Administrative & Technical Support Contracted Technical Support LIGHT RAIL SCHEMATICS v

6 List of Tables Section 2.0 Table A Table B Table C TableD Table E Table F Table G MBTA Light Rail Fleet Assignment MBTA Light Rail System Headways MBTA Light Rail System Weekday Span of Service MBT A Light Rail Stations MBTA Light Rail Fleet Characteristics MBTA Light Rail Interlocking Locations MBTA Light Rail Fare Equipment Section 3.0 TableH Table I Table J TableK FY2009 Average Boardings by Station- Existing Light Rail Transit System 2030 Average Weekday Boarding Projections- Green Line Extension Estimated Travel Times Between Stations Total Fleet Requirements FY Section 4.0 Table L Traction Power Substations Section 8.0 TableM MBTA Light Rail Staffing Levels by Department and Position VI

7 List of Acronyms. I i AC ADA APTA AREMA AVI CCTV CFR CTC CTS DPU E-TEL FCC FRA FTA GCWS GRS HSL HVAC IGBT IRS SA LCP LED LRV MBTA MLP MMBF MOU NFPA Alternating Current Americans with Disabilities Act of 1990 American Public Transportation Association American Railway Engineering and Maintenance-of-Way Association Automatic Vehicle Identification Closed Circuit Television Code of Federal Regulations Centralized Traffic Control Cable Transmission System Department of Public Utilities Emergency Telephone Federal Communications Commission Federal Railroad Administration Federal Transit Administration Grade Crossing Warning System General Railway Signal High Speed Line Heating, Ventilation and Air Conditioning Integrated Gate Bi-polar Transistor Internal Rail System Safety Audits Local Control Panel Light Emitting Diode Light Rail Vehicle Massachusetts Bay Transportation Authority Maximum Load Point Mean Miles Between Failures Memorandum of Understanding National Fire Protection Association Vll

8 NTSB occ ocs OSHA PA PAl PCC PMI/PMP POP PRO PTU RFS ROD ROCC RTOS SAV SCAD A SOP SSPP TAP TC&C TDD TPSS TSB TVM TWC UPS VMS vss National Transportation Safety Board Operations Control Center Overhead Catenary System Occupational Safety and Health Administration Public Address Passenger Assistance Intercom Presidents' Conference Committee Preventive Maintenance Inspection I Program Proof-of-Payment Pre-Revenue Operations Portable Test Unit Rail Fleet Services Revenue Operations Date Rail Operations Control Center Rail Transportation Operations Supervisor Stand Alone Ticket Validator Supervisory Control and Data Acquisition System Standard Operating Procedure System Safety Program Plan Transit Access Pass Train Control and Communications Telecommunications Device for the Deaf Traction Power Substation Transit Services Bureau TicketVcnding Machine Train-to-Wayside Communications System Uninterruptible Power Supply Variable Message Sign Video Security System :)J: : ii I ' lr V111

9 SECTION 1.0- INTRODUCTION 1.0 INTRODUCTION 1.1 Purpose of the Operating and Maintenance Plan The Operations and Maintenance (0 & M) Plan describes the Massachusetts Bay Transportation Authority (MBTA) Light Rail Transit (LRT) system. The plan addresses all four MBTA Green Line service lines (the B, C, D, and E branches) and the Mattapan High Speed Line. It includes the proposed Green Line Extension and the two lines (D and E) that would operate along the Extension's two new service branches. The Plan establishes the framework for the Extension's operation and maintenance. The 0 & M Plan is a living document. It is updated periodically as conditions change. This edition of the Plan incorporates the Green Line Extension, which proposes to extend the revenue operation from a relocated Lechmere Station along two service branches. A 3.4-mile Medford Branch would extend to College Avenue in Medford along the MBTA Lowell Line commuter rail right-ot~way and a 0.9-mile Union Square Branch would extend to Union Square in Somerville along the MBTA Fitchburg Line commuter rail right-of-way. The existing D branch would operate from Riverside to Medford, while the existing E branch would operate from Heath Street to Union Square. Revenue operations on the Green Line Extension are expected to begin during the 4th quarter of MBTA Green Line Extension Service Objectives The principal service objectives of the MBTA Green Line Extension arc to: Provide safe, convenient and accessible service to the communities between the relocated Lechmere Station and College Avenue, and to Union Square; Improve transit reliability in the corridors between downtown Boston, Medford, and Union Square; Interface with the MBTA Subway and Bus System, MBTA Commuter Rail and Amtrak Intercity Rail, as well as other modes of surface transportation; Support transit-oriented development in and aronnd stations; Improve air quality within the region serviced; Provide a high capacity, affordable transportation alternative. MBT A Light Rail Operations' primary mission is a commitment to operate and maintain a safe, clean and efficient transit system with professionalism, courtesy and integrity throughout the Metropolitan Boston region

10 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS 2.0 SYSTEM DESCRIPTION AND CHARACTERISTICS 2.1 MBTA Light Rail Overview The proposed extension to Union Square in Somerville and to College Avenue in Medford will be the fust expansion of Green Line Service since July 4, 1959 when the Riverside Line (D branch) began revenue operations. The Park Street Loop, which funneled numerous surface car lines into the Public Garden and Tremont Street portals, opened in A year later, the North Station portal opened and funneled car lines into the loop at Scollay Square (now called Government Center). During the early 1900's, with the constmction of an elevated structure to temporarily reroute Washington Street El trains as the Downtown Subway hmnel was being constmcted, a connection ramp from the North Station portal was built to the elevated structure. After completion of the ramp, the Lechmere Viaduct was constructed and opened in 1912, reducing congestion by streetcar lines from eastern Cambridge and Somerville in and around the North Station portal. Relieving congestion at portals became a dominant theme for Green Line enhancements over the ensuing decades. The 1914 extension of the tunnel westward to. the old Kenmore Square portal removed a great many cars from the Public Garden portal. The 1932 development of the separate St Mary's and Blandford portals eliminated the Kenmore Square portal and merged the Commonwealth A venue and Beacon Street cars at an underground junction. The 1941 Copley Junction project, the short Huntington Avenue subway segment and the Northeastern University portal eliminated the Public Garden portal and heavy streetcar traffic from the streets of Back Bay. The Green Line surface portions all represent streetcar lines dating from the 19th Century. At one time, streetcar lines originating from other parts of the Metropolitan Area were funneled into the Central Subway. Three of the remaining routes are almost entirely in the reserved medians on Commonwealth Avenue, Beacon Street, and Huntington Avenue. Only the outermost segment of the Huntington Avenue Line (E branch) operates as a traditional streetcar line, where Green Line vehicles operate in mixed traffic with automobiles, buses, and trucks. The 1959 Riverside Line saved a commuter rail line threatened with abandonment and replaced streetcar lines through lightly populated areas with a Light Rail Line. This project also led to the construction ofthe new Fenway Portal and elimination ofthe Tremont Portal. Most recently the MBTA completed the reconstruction of North Station which eliminated a portion of the Lechmere Viaduct as the Green Line station was moved from an elevated structure to an underground station platform still serving the TD Garden and other service cmmections at North Station. Similar to the Green Line Extension, other Green Line grade separated segments (Central Subway, Lechmere Viaduct and the Riverside Line through Brookline/Newton) have been developed as capital projects over the past 100 years since the opening of the initial subway segment I '

11 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS The Mattapan High Speed Line, while on a dedicated right-of-way provides a streetcar service from Mattapan Station to Ashmont Station, which is a Red Line station located at the end of the Dorchester Branch. Table A presents the Light Rail active vehicle assignment by model and initial year of revenue serv1ce: Table A- MBTA Light Rail Fleet Assignment Eight Rail Vehicl~ Types Date Presidents Conference Committee Kinki- Sharyo Kinki- Sharyo 1997 AnsaldoBreda Out forbid Projected Delivery 2015 Total February Green Line Extension Pre- Revenue Operations Tables B and C present the existing MBTA Subway System headways and spans of service. Specific information for the MBTA Green Line Extension is contained in Section 3. The hours of operation for each service period are shown in Section ; of

12 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Line Table B- MBTA Subway System Headways Weekday -PeakS - Weekday Miii-Day Weekday Evening GreenLincB 5/ Green Line C 6/ /14 14 Green LineD 5/6/6 10/ Green Line E 5 7/8 13/14 13/14 MBTA Red Line Braintree Branch 8/ MBTA Red Line Ashmont Branch 8/ MBTA Mattapan High Speed Line 5 7/ MBTA Orange Line MBTA Blue Line 4/5 8/ Line Saturday AM Peak S;t~~day Sattfttlay PM Peak - Evening - - Satu~d~y ' Late Night Green Line B Green Line C Green LineD Green Line E MBTA Red Line Braintree Branch MBTA Red Line Ashmont Branch MBTA Mattapan High Speed Line 7/8 7/8 I 0/11 10/11 MBTA Orange Line MBTAB!ucLine 8/9 8/9 8/9 12/13 Line Su!'day~M Peak - We~kday Late Night- Sunday- - - Suntl~~ : Sunday'-_, PM:qeak -,Evening Eate Niglit" Green Line B 10 8/ Green Line C 10 9/ Green LineD Green Line E MBTA Red Line Braintree Branch 15/16 15/16 15/16 15/16 MBTA Red Line Ashmont Branch 15/16 15/16 15/16 15/16 MBTA Mattapan High Speed Line 10/11 10/11 10/11 10/11 MBTA Orange Line 12/ MBTA Blue Line 12/13 8/9 8/

13 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Note: Headways above are shown in minutes Table C- MBTA Subway System Weekday Span of Service _Li!_te :: Green Line B Terminal Boston College ~ First Last Terminal First Last 5:01AM!2:10AM Government Center 5:39AM!2:52AM Green Line C Cleveland Circle 5:01AM!2:10AM North Station Green LineD Green Line E MBTARedLine Braintree Branch Riverside Lechmere 4:56AM 5:01AM!2:05AM!2:30AM Alewife 5:24AM!2:15AM Government Center Heath Street Braintree 5:55AM 5:34AM 5:30AM 5:15AM!2:46AM!2:47AM!2:45AM!2:18AM MBTA Red Line Ashmont Branch MBTA Mattapan High Speed Line MBTA Orange Line Alewife 5:16AM!2:22AM Ashmont 5:16AM!2:30AM Ashmont 5:17AM 1:05AM Mattapan 5:05AM!2:53AM Oak Grove 5:16AM!2:26AM Forest Hills 5:16AM!2:22AM MBTA Blue Line Wonderland 5:13AM!2:26AM Bowdoin or Government Center 5:30AM!2:49AM All trackage in the MBTA Light Rail System, including the MBTA Green Line, is installed to U.S. standard gauge specifications - four feet, eight and one half inches. The MBTA Subway System continues to experience annual ridership growth. Weekday hoardings are projected to increase an average of 0.9 percent on the Green Line and 1.9 percent on the Red, Orange, and Blue Lines (per year averages). 2.2 MBTA Green Line Extension Project Description The Proposed Action is envisioned to provide service to College Avenue and to Union Square using a two-branch operation, both in existing commuter rail rights-of-way. The 3.4 mile Medford Branch would operate from a relocated Lechmere Station to College Avenue in Medford along the MBTA Lowell Line commuter rail right-of-way. This branch would begin at a relocated Lcchmere Station and head northwest, meeting the MBTA Lowell Line just south of Washington Street in Somerville. From Washington Street, the alignment would run parallel to the MBTA Lowell Line, terminating its route at College Avenue in Medford. The 0.9-mile Union Square Branch would operate along the MBTA Fitchburg Line commuter rail right-of-way Jiom a relocated Lechmere Station into a terminus at Union Square in Somerville

14 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS The primary infrastructure improvements associated with the Proposed Action would include relocation of existing commuter rail lines, construction of approximately four miles of new light rail track and systems, four multi-span viaducts, seven new stations, and a vehicle maintenance and storage facility, as well as reconstruction of 11 bridge structures to support the extended service. Estimated travel time between College Avenue Station and Lechmere Station for the proposed Green Line Medford Branch is 9.5 minutes. Green Line service beyond Lechmere Station for the Medford Branch would operate on headways equal to that of the existing Green Line D branch service: five minutes in the morning and evening peak periods and ten to thirteen minutes during off-peak periods. Estimated travel time between Union Square and Lechmerc Station for the proposed Green Line Union Square Branch is 4.5 minutes. Green Line service beyond Lcchmere Station for the Union Square Branch would operate on headways equal to that of the existing Green Line E branch service: five to six minutes in the peak periods and between seven and fourteen minutes during off-peak periods. Fares for the Green Line Medford Branch and Union Square Branch would be $1.70 for oneway adult trips, based on current MBTA subway fares. 2.3 MBTA Light Rail Facilities and Systems Stations and System Accessibility TableD presents a complete list ofmbta Light Rail stations, including existing stations and those that will be constructed as a part of the Green Line Extension (in italics), beginning at Lechmere Station going east to Union Square Station in Somerville and College Avenue Station in Medford and west to the terminus stations at Heath Street in Boston, Boston College Station in Brighton, Cleveland Circle Station in Brighton, and Riverside Station in Newton. The table also includes the stations associated with the Mattapan High Speed Line, which is not part ofthe Green Line System

15 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS TableD- MBTA Light Rail Stations

16 ~ ~ ~ ~ ~ MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Service Branch ~ Station Bus Route - Station T e Connections Platform Accessible Elevator Escalator D Fenway G 47, CT2 Side Yes No No No D Longwood G Side No No No No D Brookline Village G 60,65,66 Side Yes No No No D Brookline Hills G 60 Side Yes No No No D Beaconsfield G Side No No No No D Reservoir BG 51,86 Side Yes No No No ~ - - ~- - - ~ parking D Chestnut Hill G Side No No No No D Newton Center G 52 Side Yes No No No D Newton Highlands G 59 Side Yes No No No D Eliot G 59 Side No No No Yes D Waban G Side No No No Yes D Woodland G Side Yes No No Yes D Riverside G Center Yes No No Yes E Prudential UG 39 Side Yes No No No E Symphony UG 1, 39, CT! Side No No No No E Northeastern Univ. M 39 Side Yes No No No E Museum offine 8, 19, 39, 47, M Arts CT2, CT3 Side Yes No No No E Longwood Medical Area M 39,CT2 Side Yes No No No E Brigham Circle M 39,66 Side Yes No No No E Fenwood Road G 39,66 None No No No No E Mission Park G 39,66 None No No No No E Riverway G 39,66 None No No No No E Back of the Hill G 39 None No No No No E Heath Street G 14,39 Side Yes No No No HSL Mattapan Station G 24, 27, 28, 29,30, 31, 33, Side Yes No No Yes 245 HSL Capen Street G Side Yes No No No HSL Valley Road BG Side No No No No HSL Central Avenue G 240 Side Yes No No No HSL Milton G 217 Side Yes No No Yes HSL Butler G Side Yes No No Yes HSL Cedar Grove G Side Yes No No No HSL Ashmont G 18,21,22, 23, 24, 26, 27,215,217, 240 Source: MBTA.com *Lcchmere Station will have a center island platform once it is relocated. Side Yes Yes No No AE=Aerial Structure BCrBclow Street Grade G=At Street Grade AG=Above Street Grade M=Median UG=Undcrground Green Line Extension Stations All station platforms on the Green Line Extension will be designed to accommodate trains of up to four vehicles, and will have a center island platform. The single center island platform station configuration is much more convenient for passengers, particularly the elderly and those with disabilities, especially when service interruptions result in irregular train operating

17 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS patterns. For this same reason, the center platform configuration helps reduce station dwell times and reduces overall delays during periods of irregolar train operations when schedule recovery is critical. Please sec Sections and for further information about station platforms and accessibility during single-track operations. Interior stations will be equipped with a telecommunications device for the deaf (TDD) for persons with hearing disabilities. Stations will also be equipped with push-button-activated ("voice only'') passenger assistance intercom systems. Canopies will be installed on portions of the platforms of surface stations to provide customers with moderate protection from some weather elements. Map and information display cases are located on all platforms. Stations will be equipped with Public Address (PA) and Variable Message System (VMS) features. Ticket Vending Machines (TVMs) and Fare Gates will be located at all seven stations associated with the Green Line Extension project. Lechmerc Station will have an adjacent park-and-ride facility, and all stations will have kiss and ride areas to accommodate patrons arriving or departing by car. In addition, each of the stations will have bicycle racks for storage. All the Green Line Extension stations will meet the Americans with Disabilities Act of 1990 (ADA) accessibility requirements. All stations will be equipped with elevators for persons with mobility needs and will also have escalators and/or stairs between the underground segment and the surface level. The station platforms will be set eight inches from the top of rail. Existing Green Line Stations As noted in Table D, three of the existing stations have a center island platform. Fifty-seven (57) stations arc equipped with two side platforms, one serving each track. Park Street station is double-tracked on the outbound and inbound sides which are separated by a fence and four stations on the E Line have no platform as customers board the train from the middle of the street. On the extstmg Green Line, most of the extstmg Central Subway Stations are ADA accessible with the exception of the Science Park, Government Center, Boylston Street, Hynes and Symphony Stations. While the Science Park and Government Center Stations are expected to be accessible when the Green Line Extension begins revenue service, the MBTA has programmed no capital funds for accessibility improvements at the remaining Green Line Central Subway Stations, at this time Revenue Vehicle Fleet V chicles assigned to the existing Light Rail Transit system include the AnsaldoBreda and Kinki-Sharyo light rail vehicles. There are currently 95 AnsaldoBreda cars and 114 Kinki Sharyo cars providing revenue service on the four Green Line branches and Central Subway

18 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS System. With the addition of the Green Line Extension, the Green Line fleet will expand by 24 vehicles. Light rail vehicles use traction power provided by the Overhead Catenary System (OCS) that is accessed by vehicle pantographs. The light rail vehicles are approximately 74 feet long and 8'8" inches wide. They are designed to seat 46 passengers with room for an additional 55 standees for a total planning capacity of up to 101 passengers per vehicle. See Table E for more detailed infonnation. In addition, there are 10 Presidents Conference Committee Cars, which provide service on the Mattapan High Speed Line. Table E- MBTA Light Rail Fleet Characteristics PCC WH 10 46' 100" 10'10" 40 Designate Standard d Type 7 (1) Kinki-Sharyo WH ' 104" 11'10" 85, Type 7 (2) 1997 Kinki-Shatyo ADTnmz ' 104" 11'10" 85, Type AnsaldoBreda ADTranz ' 104" 11' 9.5" 87, Source: MBTA Vehicle Fleet Maintenance and Train Storage Facilities The MBTA's Green Line light rail vehicle fleet is stored and maintained at the Riverside, Reservoir and Lake Street Carhouses, which are located at the west end of the Light Rail System. In addition to these repair shops, the MBTA has a maintenance facility located at 80 Broadway in Everett, MA to perform major heavy repairs and remanufacture critical components. In addition, cars are stored overnight at Lechmere Yard, and occasionally in the Central Subway. The Riverside, Reservoir and Lake Street Carhouses provide the washing, cleaning, inspection, and limited maintenance and repair capability for the AnsaldoBreda and Kinki Sharyo fleet. The three yards together have approximate storage of one 190 vehicles. A new maintenance facility and yard is expected to be constructed for the Green Line Extension in Somerville, MA. Based on the current design, there will be sufficient storage for 80 vehicles and the yard will have the same maintenance functionality of the Reservoir Carhouse along with a wheel truing machine. For more details, refer to Section 5.3, Description of Rail Fleet Maintenance Facilities. The PCC Cars are maintained at the Mattapan Repair Shops which performs inspections, minor repairs and vehicle cleaning

19 2.3.4 Main Line Track Segments MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS The entire Green Line is a double track system with the exception of where the number of tracks expands at Park Street Station and at Kenmore Station westbound. Table F lists all Green Line interlock:ings situated between the Boston/Brookline/Newton termini and Lechmere Station: Table F- MBTA Light Rail Interlocking Locations '--_; Type oflnterlocking Crossover Crossover Cros-sover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Crossover Loons Loons ' Loops Loons Sidings Sidings Sidings Sidings Yard Tumbaek Yard Tumbaek - Location Riverside Yard Waban Station Newton Highlands Theater Crossover Reservoir Turnback Tennis Court Brookline Hills FenwayPark Cooley Prudential Station Arlington Station Charles Crossover T-1 and T-2 (Boylston/Park Street to Tremont Siding) Haymarket North Station Blandford Street Naples Road Washington Street Cardinal's Crossover Wigglesworth Crossover Northeastern St. Mary's Street Coolidge Corner Ayer Road Crossover Cleveland Circle Crossover Kenmore Park Street Government Center Brattle Loop Blandford Northeastern Charles Tremont Reservoir Uooer Yard North Station Yard

20 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS All Green Line interlockings are normally controlled from the Automatic Vehicle Identification (A VI) Wayside System. The routes are set by the train operator and monitored by the Operations Control Center (OCC). In the event of an A VI system failure, all interlockings can also be controlled by hand by operating personnel. The Wayside Signal System is configured so that during normal operations, train operators can request routings through the interlockings by means of the AVI System. If the operating situation requires single-tracking operations between two interlockings, the transit times over certain segments will be much longer than the recommended travel time. This is due to the Green Line Operating Rules, to support a single-track headway time. This is due to the distance between most of the interlockings. These extended transit times will result in substantially increased headways between trains during irregular operations. During peak periods, should single-tracking be required, the system as presently configured will not be capable of transporting the required number of passengers without extended delays and.. passenger mconvemence Traction Power System While the MBTA has a 13.8kV system, largely fed from one utility wholesaler, some outlying substations are fed by a local utility company. There are thirteen Traction Power Substations (TPSSs) located at varying intervals along the Green Line, which are near the main tracks and accessible from the street level for maintenance. The Traction Power Substations convert the electrical energy from the utility source to the 600 Volt DC current used to energize the Overhead Catenary System (OCS). The light rail vehicles then collect the electrical energy from the OCS by means of pantograph devices located on the tops of the light rail vehicles. These pantographs can be raised to contact the OCS or lowered during periods of maintenance or at other times when necessary. Electric power has important advantages, including reduced noise and exhaust emissions compared with diesel propelled transit vehicles. The OCS system on the double track mainline of the MBTA Green Line route depends on site specific features along the various segments of the alignment: Simple Catenary Anto Tensioned (SCAT): A messenger and contact (trolley) wire organized into approximate one-mile tension segments and tensioned via a series of pendulum, or "balance-weight assemblies" (BW As) at the end of each tension segment accompanied by a "Mid-Point Anchor"(MPA) assembly that keeps the conductors from creeping in one direction or the other. This "SCAT" allows horizontal movement that each of the OCS conductors may experience due to contraction or expansion to be "taken up" by the weighted assemblies, giving the LRV pantograph an optimum profile (horizontal) to efficiently collect power from the OCS and maintain a high rate of speed at the same time. Since the "automatic tensioning" feature of SCAT allows for maximnm-spaced OCS pole placement, it

21 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS will be used predominantly in all open-route areas to minimize the amount of OCS poles/foundations used for the Green Line Extension. Simple Catenary Fixed Tension (SCFT): A similar-sized messenger and contact (trolley) wire configuration as SCAT, but tensioned with fixed terminations as opposed to BWAs, and not provided in one-mile segments. SCFT will be utilized in areas where maximum pole placement is not an advantage (urban areas, for example), or locations where speeds are slow (yard and shop areas, or crossovers, for example). The MBTA Green Line Extension is expected to be constructed with three TPSSs. Two of these substations will feed the service on the Medford Branch while the third will provide power to Maintenance Facility Yard and Carhouse and the Union Square Branch. However, changes could be made during preliminary engineering after completion of a power study for the extension which will assume three car train operation for the purpose of the analysis. The MBTA Power & Transit Facilities Department has overall responsibility for the transit power substations. The control and monitoring of the traction power substations are done by power dispatchers who are located in the OCC, while being maintained by the Traction Power Department. In case of an emergency, authorized personnel can de-energize the traction power in a particular zone. Please refer to Appendix for the Sectionalized Power Diagram of the existing Light Rail system Operations Control Center (OCC) The OCC is the central facility that controls and coordinates all train operations, traction power distribution and the maintenance and use of the railroad for all existing and future segments of the MBTA's Subway network. The OCC is located at 45 High Street in the Boston Financial District. Dispatchers at the OCC maintain supervisory control over and monitor the main line and some yard operations of the MBTA's four subway lines- Red, Orange, Blue, and Green. Red, Orange, and Blue Lines are considered a heavy rail transit operation, while Green Line is a light rail operation. The Red Line operates from Alewife Station in Cambridge then splits into two branches after Andrew Station in South Boston. The Dorchester Branch terminates at Ashmont Station in Dorchester, while the South Shore Branch terminates at Braintree Station in Braintree. The Orange Line runs from Forest Hills Station in Jamaica Plain to Oak Grove Station in Malden. The Blue Line operates from Wonderland Station in Revere to Bowdoin Station located on the edge of Boston's Beacon Hill Neighborhood. As the Green Line moves west from Lechmere Station, it splits into four branches in the Central Subway System. The four branches are B - Boston College, C - Cleveland Circle, D - Riverside, and E - Heath Street. With the exception of the Riverside Branch, which terminates in Newton, all other branches terminate within Boston city limits. The Green Line Extension will split into the Union Square and Medford branches going east from Lechmerc Station. The Union Square Branch will have one station and will terminate at

22 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Union Sqnare in Somerville. The Medford Branch will have five stations and terminate at College Ave Station in Medford. The dispatcher is responsible for train movement, establishing work zones and failure management. The dispatcher also is responsible for arranging the replacement of defective eqnipment, alerting emergency response personnel and carrying ont emergency procedures. The dispatcher documents and reports system failures, equipment malfunctions, incidents, security problems, accidents and unusual occurrences. The dispatcher directs train operators during emergencies or when train operations are not running normally. The dispatchers at the OCC monitor and coordinate mainline train operations for the MBTA Rail System in accordance with the established operating schedules, rules and procedures. They implement corrective actions and recovery plans that may be required to minimize the adverse aspects of equipment failures or emergency situations on any of the lines. As described below and later in Section 7.0, the OCC personnel are responsible for implementing emergency procedures and coordinating with emergency responders and other outside agencies as may be required. The OCC is equipped with the following systems for central control of most of the rail network, including the MBTA Green Line: Train Status Display - This system provides a complete visual indication of track block occupancy, switch positions, signal indications as well as other field conditions and alarm indications and eventually train identification display for the Heavy Rail Systems. Automatic Vehicle Identification System- This system, which is situated at key points on the Green Line, identifies the general train location with its train number, route and time. Power Control Display/Control Panel - This system provides a display and appropriate console detail and full control of the traction power substations. Control of the OCS is also maintained through this system for all segments of the OCS equipped rail and bus network including the MBTA Green Line. The power dispatchers at OCC have both control and monitoring capability of all TPSSs. Operating Radio Communications - There are numerous radio communication channels used to operate and maintain the rail network. A train operations channel is assigned to each line and provides for two-way communication between the OCC and all of the mainline trains on the specific line. A yard operations channel is assigned to each maintenance/storage facility and used for yard operations including vehicle maintenance activities at the shops. A system-wide maintenance channel is used for wayside (fixed facilities) maintenance activities. Additional channels are provided for system-wide operational, tactical and emergency needs as necessary. Special tunnel radio systems have been installed to provide radio coverage inside the Central Subway Tunnel System. Fire and police radio charmels also function as part of the tunnel radio system

23 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Telephone Communications - This system provides dedicated voice channels for use as telephone extensions between the OCC and selected sites along the right-of-way. There are several telephone systems in place for administrative, maintenance and emergency pmposes. Passenger Assistance Intercoms (PAD - Are provided at station platfonns, automatically ring at the Hub Centers (South Station, North Station, Airport Station, Harvard Station and Back Bay Station) or if no answer, the Maintenance Control Clerk who is located at the Operations Control Center. The PAis are push-buttonactivated ("voice only"). e Closed Circuit Television/MBTA Video Security System (VSS, but still commmily referred to as CCTV) - As part of a capital project, first generation CCTV was installed at selected subway stations. The Automated Fare Collection project installed CCTV across the entire MBTA Subway System. These systems included fixed camera and visual monitoring for rail stations, as well as limited recording capabilities. Over the past couple of years, installation of the new VSS has been completed, including a series of controlled pan-tilt-zoom cameras, essentially overlaying the CCTV system, placed throughout station and other facilities. Transmissions are routed via fiber-optics to OCC for monitoring. The VSS is supported by advanced DVR architecture to provide for enhanced recording and storage capabilities along with multiple monitoring locations for not only CCTV observers, but also dispatchers and law enforcement personnel. P A System - This system is used to provide important information to passengers at stations, either system-wide or at selected locations. All Green Line Extension Stations will have a PA system, as do the existing Central Subway (Underground) Stations on the Green Line Tape Recording Device -This system is located at the OCC and is used to provide a record of all OCC and Yard Control telephone and radio conversations. A separate system is installed at Riverside, Reservoir and Lake Street yards that is integrated into the OCC system. Wide Area Network (WAN)- This system is the backbone of the communications systems listed above and provides the link between the OCC and all field locations. Supervisory Control And Data Acquisition (SCADA) -This system operates over the WAN to transmit and receive data. Supervisory alarm and control circuits connect TPSS's with the control consoles. Electrical and support data related to facility intrusion and equipment status use this system to provide information to the control panels at the OCC. For Segment I, a SONET ring is used. SONET (Synchronous Optical NETwork) is an open architecture for fiber optic networks where all locations (fiber nodes - i.e. stations) are connected together in a ring. Should there be an

24 MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS interruption or break anywhere in the ring, data is transmitted in the other direction (clockwise or counter-clockwise) to OCC. The Green Line has two "rings", one normally going clockwise and the other counter-clockwise (sometimes referred to as "dual counter-rotating rings"). Variable Message System (VMS) - This system allows for visual messages to be displayed to passengers at stations. VMS allows only scrolling messages using dotmatrix, light emitting diode (LED) technology, with limited capacity. The system is typically used to provide schedule or service related information, as well as safety reminders and public service announcements, including emergency evacuation messages. All train movements within a Yard facility is controlled by a Yardmaster or a Green Line Official. When trains leave the yard and move to the main line, they come under the jurisdiction of the dispatcher at the OCC. The transfer of jurisdiction occurs at a designated boundary location called the "Yard Limit". The OCC has a critical role during accident/incident situations when normal rail service has been interrupted. It serves as the center for mobilizing emergency responders and MBT A resources. It coordinates all activities through the Incident Commander- always a Light Rail Official - in the field and provides up-to-date operating information to management, supervision and others within the system who need it to expedite the recovery and return the system to normalized operation as soon as circumstances permit. Please refer to Section 7.0 for additional information about Service Interruptions and Emergencies and the role of the ace Train Control and Signal Systems The MBTA Green Line light rail trains operate over a double main track system governed by a Wayside Signal System and by an Automatic Vehicle Identification (AVI) System, providing signals for train movements through interlockings Communications System The Green Line communications systems serve a variety of functions that support the operations and maintenance ofthe line. The basic communications. systems are as follows: Supervisory Control and Data Acquisition System (SCAD A) Automatic Vehicle Identification (A VI) System Wide Area Network (WAN) Telephone Systems (PAl) Radio Systems Detection, Alann and Emergency Systems Closed Circuit Television System - MBTA Video Security System (MVSS)

25 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Public Address System (P A) Variable Message Sign System (VMS) T Alerts Notification System Fare Collection System The Green Line System is a partially gated and partially barrier free system. The Green Line Surface Stations utilize a barrier-free pay-on-board fare system. For the Central Subway System, as well as the entire Green Line Extension, customers will use fare gates that accept Charlie Cards and Charlie Tickets. Effective January 2007, MBTA customers can purchase their fare from a Fare Vending Machine (FVM) located at the station. A passenger will be required to use either a Charlie Card or a Charlie Ticket at the Farebox, Fare Media Validator (FMV), or Fare Gate to validate and/or gain access to the platform areas. The TVMs, FMVs, and fare gates, are/will be ADA-compliant and arc located in accordance with ADA regulations. There will be at least one ADA width gate at each Green Line Extension station. They also include audio instructions, display screen infonnation panels and instructions in raised letters and required Braille. The FMV s also feature display screens and audio instructions in Spanish and Chinese. Patrons can examine maps and fare information posted adjacent to the machines and can then select the type of fare they require. All fare media can be validated, either at the FMV or the fare gate before the patron's ride. MBT A Transit Police and Authority personnel help enforce the pay-on-board system, particularly when rear door boarding is used. The MBTA Revenue Collection Facility monitors the inventory level of coin hoppers, ticket rolls, and bill vaults in the fare vending machines through the AFC Central Computer System (CCS). This allows them to service on an as needed basis. The Authority utilizes its staff of FVM revenue collectors to retrieve loaded cash vaults from the FVMs at stations and replace them with empty vaults. The loaded cash vaults are then taken to a central cash counting facility for counting and depositing to the MBTA's cash revenue account. MBTA revenue collectors are armed when servicing the fare collection equipment. MBTA's policy requires that certain key and log-on procedures be used any time the front door of the FVM is open. The machines have an electronic alarm system that will trigger a siren-type alarm if the front door of the FVM is opened without a valid log-in and ID. The alarm condition is monitored by a central computer and by the AFC Hub Center located at I 0 Park Plaza Boston, MA, which is staffed 24 hours per day, seven days per week

26 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS The MBTA perfonns periodic inspection and maintenance, as well as immediate response to machines that are out of service due to mechanical problems. The AFC Maintenance Department uses the same monitoring system (CCS) to determine the status of fare vending machines and gates installed throughout the subway system. The AFC Hub Center is also staffed to receive calls from station personnel for notification of defective equipment. AFC staff can then dispatch a technician for corrective maintenance as needed. There IS a preventive maintenance schedule that is completed on a monthly and annual basis. During the maintenance program, the FVM and FMV mechanisms are normally replaced with rebuilt mechanisms on a unit exchange basis and tested before they are returned to service. Removed units are sent to the MBTA's workbench for overhaul and returned to inventory. Machine components are replaced as necessary. The MBTA Automated Fare Collection Department maintains an inventory of spare FVM and FMV components that can be taken to a station and installed should replacement be required due to vandalism, accident or other cause. Table G indicates the location and number of each type of automated fare equipment. Table G- MBTA Green Line Fare Equipment GREEN LINE CENTRAL SUBWAY LECHMERE new I SCIENCE PARK new NORTIISTA South (Valenti Way) Entrance NORTHSTA North (Causeway St) Entrance NORTH STA (Outside Commuter Rail Ticket Office!!AYMARKET (Green Line entrance) HAYMARKET Con ess Street headhouse) new HUB N/A new new GOVERNMENT CENTER old PARK STREET (East) old 5 I 2 0 PARK STREET (West) old PARK STREET (Winter Sb:ect) N/A 3 0 PARK SlREET (Elevator) N/A PARK STREET (Boston Common N/A BOYLSTON Northbound new Has schedule card carousel Has2 schedule card carousels

27 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS BOYLSTON Southbound new 5 I 2 0 ARLINGTON new COPLEY Inbound new COPLEY Outbound new IIYNES Main Entrance new HYNES Convention Center old KENMORE new SUBTOTAL GREEN LINE SURFACE B BOSTON COLLEGE N/A CST. MARYS N/A C COOLIDGE CORNER N/A C CLEVELAND CIRCLE N/A D RNERSJDE new DWABAN N/A D WOODLAND N/A D ELIOT N/A D NEWTON HIGHLANDS N/A D NEWTON CENTER N/A D CHESTNUT HILL N/A D RESERVOIR N/A D BROOKLINE VILLAGE N/A D BROOKLINE HILLS N/A D LONGWOOD N/A DFENWAY N/A D BEACONSFIELD N/A EHEATH N/A E NORTHEASTERN N/A E BRIGHAM CIRCLE N/A E MUSEUM OF FINE ARTS N/A E SYMPHONY Inbound new E SYMPHONY Outbound new E PRUDENTIAL new FENWAYPARK-Gate A N/A FENWAYPARK -Gate C N/A FENWAYPARK-Gate E N/A SUBTOTAL TOTAL Source: :MBTA Safety Program The MBTA Safety Program has been in existence for a number of years and is an extensive initiative to continually improve all aspects of safety within the agency including the MBTA Subway System. The System Safety Program Plan (SSPP) is integrated with both the ongoing activities of the agency as well as with the planning and construction ofnew projects and services. For a more detailed description of Rules, Safety and Training within the MBTA Subway System please refer to Section 6.0 ofthis document

28 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS Security MBTA Green Line Security is provided by the MBTA's Transit Police Department. The MBTA's Transit Police Department handles all law enforcement matters, including fare enforcement. The MBTA Transit Police are funded through the MBTA's Operating Budget. MBTA Transit Police Officers also provide security and general law enforcement services at stations, along the routes and right-of-way of each of the MBTA Bus, MBTA Subway System lines, and MBTA Commuter Rail and on buses, trains and coaches. They respond to accidents and incidents and they also are active in enforcing traffic laws that are critical to the safety and efficiency of the MBTA Transit System. All services are provided as necessary on a 24-hour basis seven days per week with security coverage tailored to the specific needs of the rail system. MBTA Transit Police personnel are presently dispatched from the Transit Police Building at 240 Southampton Street, in Boston. In addition to the MBTA Transit Police forces, MBTA's Light Rail Transportation has Chief Inspectors and Inspectors on staff that provide security for issues related to revenue collection, special events requiring crowd control, security sweeps and closing and opening of subway stations each day and some property security. MBT A also calls on and cooperates with other police departments and law enforcement agencies as appropriate. The MBTA Transit Police Department (TPD) establishes Memoranda of Understanding (MOUs) with other law enforcement jurisdictions as required for implementing a seamless transit policing program. These MOUs outline the operational protocols necessary to conduct the transit policing mission in an effective and efficient manner. All stations on the MBTA Green Line Central Subway System have strategically placed VSS cameras for monitoring passenger platforms, fare vending machines, and other critical areas. The images are transmitted by fiber optic cable to monitors at the OCC. The stations are monitored during all hours. The MBTA prepared a Safety and Security Management Plan (SSMP) for the Green Line Extension project. The SSMP meets the requirements of the Federal Transit Administration's Final Report FTA-MA , Transit System Security Program Planning Guide, dated January 1994, and FTA Circular , Safety and Security Management Guidance for Major Capital Projects, dated August The SSMP contains the details of all facets of the MBTA's Security Program. The Revised SSMP, dated August, 2010, which is a confidential document and includes the Green Line Extension, is undergoing review by the Federal Transit Administration and Department of Public Utilities. A revised SSMP is expected to be approved prior to start ofrevenue operations. The MBTA Video Security System (VSS) hardware is maintained by the Systemwide Maintenance & hnprovement Group. The applications, such as monitoring, recording,

29 SECTION 2.0- SYSTEM DESCRIPTION AND CHARACTERISTICS record-keeping and chain of custody, are shared by the Transit Police, the OCC, and the Automated Fare Collection Departments Connections with the META Bus Network MBTA Bus services, as well as a number of other bus service providers, connect with MBTA Subway services, including the MBTA Green Line, at virtually all stations. When a new rail line is introduced, changes to bus routes in the vicinity of that new line are not implemented until changes in the Bus Service Plan have been approved by the MBTA Board of Directors. Once the Green Line Extension is operating, the Service Planning Department will recommend changes to the service plan as appropriate. At the conclusion of the public process, recommendations will be brought to the MBTA Board for approval. -:

30 3.1 Management and Supervision MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERATIONS 3.0 OPERATIONS The Fiscal Year 2011 MBTA Operations Organization Chart is on the following page. The Director of Light Rail Operations in the Operations Department is responsible for managing the daily service of the Green Line and maintenance of the Green Line Vehicle Fleet. The Figure below represents the Fiscal Year 2011 Light Rail Operations Organization Chart. Director of Light Rail Operations I Division Chief, Light Rail Maintenance I I Chief, Green Line Transportation I Division Chief I I Transportation Superintendent The Chief of the Green Line, who reports to the Director oflight Rail, is responsible for train service operations on all Light Rail Lines. Under the Chief of the Green Line, there is a Transportation Superintendent who oversees the transportation supervisor(s ), chief inspectors and inspectors, train operators and customer service agents assigned to the Green Line. The Division Chief of Light Rail Maintenance manages the maintenance supervisors, foremen, rail repairers and other personnel necessary to support the day-to-day maintenance programs at the various carhouses. 3.2 MBTA Light Rail Boarding Projections Existing Light Rail Ridership Table H presents estimated boarding numbers for Fiscal Year 2009, ending June 30,

31 SECTION 3.0- OPERATIONS ChiefOper.;rting Officer Deputy Chief Operating Officer Operations,._ Dire,tor.:.dmih/Fimtxe. Operatbr!!; ~:).!,put~ Director of,j.d min~tr.atbn Ope:rati:-ns Manager Of Director c<f Plan; ard Director elf Operatior.s Sci'edules Oparatbr.r;; Control Director of H::a,-~~ Fail Technology """"' Director of Lfsht Pail Sr Directo1 of \'e hi:: I?. Pro: ure n'la nt ard 0}. Director of Bus Opara~bns: Sr. Dire:cb':,rof ope:ratbn> contr.med ser. i::es Cll:: put,; Director of... OC.C:$: Tl'ainil'" DS! put;: Direct::.r of P.ailr9<ld Oparatbrr;; Director of \!e hi:.:le Ef' i~hil' I... Deputy Director of Paratra n>il: contract Operatbrt> Deputv Director of F!<iilrmd Op:!IBtbrG D=put1' Director of firance

32 ~ MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERATIONS Table H- FY2009 Average Weekday Boardings by Station- Existing Light Rail Station ~ Branch" iot~l Station Boardings Lechmere E 6,645 Science Park North Station E 1,179 C,E 8,491 Haymarket C,E 5,204 Govermnent Center All 10,072 Park Street All 11,169 Boylston All 7,618 Arlington All 8,378 Copley All 13,500 Hvnes Kenmore Blandford Street B,C,D 9,525 B,C,D 8,653 B 2,840 BUEast B 2,892 BU Central B 2,524 BUWest B 899 St. Paul Street B 814 Pleasant Street B 1,014 Babcock Street B 1,824 Brighton Avenue B 1,571 Harvard A venue B 4,077 Griggs Street B 1,260 Allston Street B 1,115 Warren Street B 1,650 Washington Street B 1,723 Sutherland Road B 923 Chiswiek Road B 735 Chestnut Hill A venue B 861 South Street B 237 Boston College B 1,042 St. Mary's Street c 1,970 Hawes Street c 426 Kent Street c 510 St. Paul Street c 935 Coolidge Corner c 4,150 Sununit Ave c 1,175 Brandon Hall c 316 Fairbanks c 585 Washington Square c 1,

33 Branch ~ ~ '">i ~ " "" '"1" ) ~ station MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 3.0- OPERATIONS - -, Total Station Boardlngs Tappan Street c 837 Dean Road Englewood Avenue c c 316 Cleveland Circle c 1,557 Fenway D 3,041 Longwood D 2,749 Brooldine Village D 3,512 Brookline Hills D 1,654 Beaconsfield D 896 Reservoir D 3,395 Chestnut Hill D 778 Newton Centre D 1,487 Newton Highlands D 1,052 Eliot D 595 Waban D 427 Woodland D 1,044 Riverside D 2,158 P1udential E 3,732 Symphony E 1,993 Northeastern University E 3,007 Museum offine Arts E 1,676 Longwood Medical Area E 3,800 Brigham Circle E 2,535 Fenwood Road E 343 Mission Park/Parker Hill E 462 Riverway E 664 Back of the Hill. E 86 Heath Strect!V A Medical Center E 622 Mattapan HSL 2,238 Capen Street HSL 67 Valley Road HSL 42 Central Avenue HSL 765 Milton HSL 305 Butler Street HSL 225 Cedar Grove HSL 133 Ashmont HSL 2,909 Total 181,406 Source: MBTA i 01~06~

34 SECTION 3.0- OPERA T/ONS Green Line Extension Boarding Projections Projections for the Green Line Extension are provided by the Central Transportation Planning Staff (CTPS) and are based on modeling techniques of expected ridership generated using the CTPS Multi-Modal Travel Demand Forecasting Model. The model uses the traditional fourstep process generally employed by travel forecasting models throughout the United States. The four steps include independent modules that perform trip generation, trip distribution, mode choice and network assiguruents. Each module was calibrated from observed data. Table I presents the projected weekday hoardings at each of the Green Line Extension Stations in Year Table I Average Weekday Boarding Projections- Green Line Extension 3.3 Passenger Capacity Station!fotal Stati9n Boardings ~ Lechmere 7,100 Brickbottom 2,830 Gilman Square 3,930 Lowell Street 1,140 Ball Square 1,850 College Avenue 2,140 Union Square 3,570 Total 22,560 Source: Central Transportatton Plannmg Staff The level of service provided by the Green Line is designed to provide sufficient capacity to accommodate anticipated rider loads in the peak-hour and in the peak direction of travel, also known as the "Maximum Load Point" (MLP). For the current Green Line system, the MLP is located approaching Copley Station from points west during the AM peak and between Arlington and Copley during the PM Peak. The Green Line Extension MLP is expected to be between Science Park and North Station during the AM and PM peak. Anticipated ridership portrayed here is used for initial service planning purposes. Service levels will be adjusted upward or downward depending on actual ridership. However, existing Green Line ridership will be the primary schedule driver for the Green Line until travel patterns are confirmed and evall.lated. 3.4 TJ:ain Service Guidelines The train service guidelines for the MBTA Green Line are listed in the META's Service Delivery Policy:

35 SECTION 3.0- OPERATIONS e For peak periods, the planned passenger capacity of each light rail vehicle is calculated as 225 percent of the number of seats on the vehicle. The actual crush load capacity of the vehicle is a larger number, but that larger number is not included in establishing train service guidelines. Scheduled time between trains (headway) will not exceed: - 10 minutes during peale periods - 15 during all other periods of service These maximum headways will be maintained on the Green Line Extension as well as the existing system. If available, a run as directed train will replace any revenue trairi that may encounter mechanical problems that require removal from the main line. OCC and field operations supervision must talce particular care in terminal operations planning to allow for varied operations necessary for service continuity effectively managing the following issues with efficient sequencing to the extent possible. The design of the Green Line terminal stations did not include a second set of crossovers on the non-revenue side of the station. As such, proper routing of arriving trains is a key component as it allows, to the extent possible, simultaneous train operations during peak headway periods. In many cases, instead of berthing every arriving train on the outbound track at the station as is the normal practice, some trains will be berthed on the inbound track while the train on the outbound track is departing. Particular attention must be given to train spacing and track utilization and the ability to cross the train that arrived on the inbound track over to the outbound track during its departure without delaying the next inbound train and vice-versa. This task is assisted to the extent possible by established schedule headway and designated terminal berthing tracks, combined with an understanding of the interlocking time limitations and travel time in the terminal area. Due to the variability of street run segments on the line, operational adjustments are an on-going task. Terminal management also requires that timely and accurate information be made available to passengers waiting to board at these stations so that passengers are in position and ready to board as soon as the arriving train detrains its passengers. 3.5 Train Consist Requirements MBT A Green Line Extension stations will be designed to accommodate trains consisting of up to four light rail vehicles (cars)

36 SECTION 3.0- OPERATIONS Typically, two-car trains are currently operated on weekday and weekend train schedules, although three car trains are operated on select trips during the rush hour on the B and D branches. On the lighter passenger branches such as the E branch, one car is removed for the beginning and end of service on weekends. With the addition of the Green Line Extension, current train operations will remain the same. Once actual ridership patterns are defined, modification to train length at all times of the day will be considered. Once a train control system is implemented, three or four car trains may be necessary to efficiently manage the ridership demand. 3.6 Travel Times This section contains information about the running time between stations and the factors that affect these times. All times shown in this document are subject to final testing verification and continued revision as experience is gained with the system and as adjustments are made to the physical plant and the systems that affect these travel times Travel Times between Stations The one-way travel time estimate is based on: All trains operating the full length of the line, stopping at each station; Operating speeds that take into account permanent civil speed restrictions such as grades, curvature and track super-elevation, operation on aerial structures, the design and layout of crossovers and the time it takes to move through them as well as other operational restrictions; Speed restrictions imposed by the Maintenance of Way and other departments and Department ofpublic Utilities (DPU) regulations; Maximum design speed of 50 miles per hour; Station dwell times. This is the amount of time that a train is stopped at a station for passengers to alight and board. It normally ranges from 20 seconds at most stations to 50 seconds at rail-to-rail transfer stations, depending on the travel period and the ridership volume at a particular station. Terminal "turn-around" times (when train operators change from one end of the train to the other for the return trip) will be no less than 3 minutes allowing recovery capability for only a very minor service delay. This limited tum-around time is made possible by the use of "fallback" operators at either one or both ends of the line. The fallback operator is at the terminal station in position to take over for an inbound train operator immediately after a train's arrival. The inbound operator then has a prescribed period ofbreak time before he/she takes up service again by relieving the next inbound train operator. The relay may continue through most of the service day. The turn-around time for various levels of service delivery is also subject to headway cycle and clearance "slots" at interlockings, where trains must use the available opportunities for their movements to keep in the proper cycle

37 SECTION OPERATIONS Table J presents the consolidated travel times for the entire Green Line. Table J - Estimated Travel Times Between Stations - Green Line "B'' Boston COllege- Government <?CUter via Commonwealth Ave,"~~ ~ ""' ", ' ' ",! INBOUND Lake St Chestnut Hill Ave Brighton Ave Blandford St Kemnore Hynes Copley Arlington Bo lston Park St Government Center TOTAL _Distance~~ Cumulative ~ Befiveen "'_ Distance - Stations", Early AM I 2 34 Sam le Weekday Ru~ Times i~j\ilinuies'"' AM Midday School PM Evening Peak Peak Peak II II I ' " Late 2 II i OUTBOUND Government Center Park St Bo lston Arlington Copley Hynes Kenmore Blandford St Brighton Ave Chestnut Hill Ave Lake St TOTAL Early AM Midday PM Evening Late AM Peak Peak Cleveland Circle i Washington St Coolidge Comer St. Mmy's St Beacon Junction Kenmore Copley Arlington Boylston Park St X

38 SECTION 3.0- OPERATIONS Government Center Haymarket North Station TOTAL OUTBOUND North Station Haymarket Government Center Park St Boylston Arlin on Copley Kenmore Beacon Junction St. Mary's St Coolidge Corner ,._! Washington St Cleveland Circle TOTAL d ' "D" Riverside.,., GoVernmefit Gentet via Highland Branch, ~ _ ~_ ' ~ ~ ~ ~~ Midday School PM Evening Late Riverside Eliot Reservoir Beaconsfield Fen way Beacon Junction Kenmore Copley Arlington Boylston Park St Government Center Haymarket North Station Science Park Lechmerc Washington St Gilman S uare Lowell Street Ball Square Colle eave TOTAL OUTBOUND College Ave I3all Square Lowell Street Gilman Square Washington St Lechmere

39 SECTION 3.0- OPERATIONS Science Park North Station Haymarket Government Center Park St Boylston Arlington Copley Kenmore Beacon Junction Fenway Beaconsfield Reservoir Eliot Riverside TOTAL ''E" Heath Street- Eechmere via Huntin ton ~:Avenue ' -, ~~ '" : ~ "' " ~ ~ "' ~ <"! 17 AM Peak :Midday Evening Late I-IcathSt B1igham Circle Northeastern Symphony Prudential Co ley Arlington Boylston Park St Government Center Haymarket North Station Science Park Lechmere UnionS uare TOTAL Science Park North Station Haymarket Govcmmcnt Cl.'nter Park St Boylston Arlington Co ley Pmdential Symphony Nmtheastem Brigham Circle Heath St TOTAL Source: META

40 SECTION 3.0- OPERA T/ONS Mattapan High Speed Line _ - _ Distance Distance - - Befivcen Cumulative Beh\ cen Qumulath'e -, " ' Stations Distance Stations _ Distance INBOUND INBOUND OUTBOUND OUTBOUND Mattapan z.ss Capen Street Valley Road Central Avenue Milton Butler Cedar Grove Ashmont For the Mattapan High Speed Line, scheduled run times are 11 minutes from 6:30 am to 6:00 pm, otherwise run times are nine minutes Accommodating Persons With Mobility Needs Operations personnel must be aware of the particular needs of elderly passengers and those with disabilities during both irregular and single-track operations. Circumstances may well require supervisory personnel, security personnel and/or others at side-platform stations to assist passengers and expedite train operations where possible. Special signage and/or operating or other personnel positioned at the sidewallc entrance to those side-platform stations is required to properly direct passengers to the proper platform during single-track operations. Assistance in the proper time and location effectively mitigates train delay issues encountered from having to wait for passengers moving from one platform to the other. Delays that occur at stations to accommodate the elderly and those with disabilities increase station dwell times and further increase the running times between interlockings described in the paragraphs above. For these reasons, operating personnel arc required to be especially attentive to the special needs that will occur at side-platform stations during single-track operations, deploying additional resources as necessary. 3.7 Train Operations This section describes the train service levels currently being operated on the MBTA Green Line's four branches and the central subway system Green Line Branches and Central Subway Revenue service begins at approximately 5:00AM weekdays and on Saturday and 6:00AM on Sunday, ending at 1:30 AM, seven days a week. Trains service all branch stops, and stations in the Central Subway system. Each of the lines end at various points in the Central Subway System - the B and D branch trains turn at Government Center Station, C branch

41 SECTION 3.0- OPERATIONS trains turn at North Station and the E branch ends at Lechmere Station. See Table B m section 2.1 of this document for detailed information about service frequency. As necessary, weekend diversions are operated on portions of the Green Line in order to provide a large work window for capital projects, such as bridge rehabilitations. In addition, the MBTA will shutdown lines for an extended time to conduct large scale capital projects, such as the Riverside Line Track Replacement project Green Line Extension The Green Line Extension will be fully integrated into current Green Line Operations. All operations for the Medford and Union Square aligrunent will be based at the new maintenance facility in Somerville next to the Boston Engine Terminal. Mainline operations will be controlled from the ace Start-up Operations- Green Line Extension Startup Operations (SUO) takes place, as the last rail activation clement of the project, after substantial completion of the project and System Integration Testing has been completed. The start-up date of revenue train operations for the public will immediately follow completion of SUO. During SUO, which is scheduled for approximately six months, wayside systems, vehicles, communications, and schedules are tested and evaluated under simulated operating conditions. Service interruption scenarios and emergency response activities are practiced. Intra- and inter-agency familiarization takes place. The experience gained in this period will be used to refine earlier planning data and possibly develop more accurate rurming times to those shown in Table J. Pre-revenue service testing will be somewhat more complicated, due to the direct interface between the existing Green Line operations and the Green Line Extension at the Lechmere Viaduct. When necessary, revenue service schedules for the existing Green Line will be merged with the pre-revenue testing schedules necessary for the Green Line Extension. During this pre-revenue testing trains will run empty as operators will need to familiarize themselves with train operations on the Green Line Extension. MBTA has previous experience combining testing with regular service delivery. Special provisions to assure the safety and efficiency of the system interface on the Lechmere Viaduct will be required, similar to those used in earlier start-ups Revenue Service Initiation -Green Line Extension As with previous new rail and bus rapid transit start-ups, the MBTA Operations Department will work with other Departments to develop an Operational Plan. An approach, similar to the Silver Line, may be used for the grand opening of the Green Line Extension. The Opening Operational Plan, covering the appropriate period, will be developed to ensure proper preparation for heavy volumes of passengers. Inaugural events will be held, shortly after a soft opening of the system. MBTA staff fi-om the various disciplines of the Authority

42 SECTION 3.0- OPERATIONS will be used to provide safety, crowd control, and assistance to passengers and visitors at all new Green Line Extension stations Hours of Operation An initial service day of approximately 20 hours will be scheduled for revenue operations. The focus on the early morning and late evening service will he to provide minimum connecting times between the MBTA Green Line and other MBTA services, such as commuter rail operations and the Orange Line at North Station, the Blue Line at Government Center, and the Red Line at Park Street Station. The following train service parameters have been established for Green Line Extension operations: The span of service is approximately the same on each day of the week, with a slightly shorter span on Sundays. Early Morning Service o Trains beginning revenue service at either Union Square Station or College Avenue Station leave from Somerville Maintenance Yard. o The first westbound revenue train from Union Square Station toward Lcchmere will leave at approximately 4:55-5:15 AM. o The first westbound train from College Ave Station toward Lechmere will also leave at approximately 4:55-5:15 AM. o The first eastbound revenue trains will leave Riverside and Heath Street at approximately 4:55 and 5:30AM, respectively. Late Night Service o The last eastbound trains will leave Heath Street and Riverside at approximately 12:05-12:45 AM. o The last westbound trains toward Lechmere Station will also leave Union Square Station and College Ave Station at approximately 12:05-12:45AM. o All trains will leave the mainline hy 1:30 am Weekday Peak Period Service For existing service, the peak direction of travel is east from Boston College (B branch), Cleveland Circle (C branch), and Riverside (D branch) to Downtown Boston in the morning, and the reverse direction during the evening commute. The Heath street (E branch) peaks in the opposite direction due to commuters from Lechmere traveling to Downtown Boston in the morning and due to commuters transferring from other subway or commuter rail lines and traveling in the reverse-commute direction out to the Longwood Medical Area in the evening. For the Green Line Extension, the peak direction of travel is west from Union Square and College Avenue in Medford in the morning with the reverse direction for the evening commute. The combined segments will realize peak demand that will travel in two opposite directions, both to and from Park Street Station

43 SECTION 3.0- OPERATIONS Scheduled service for the Union Square and Medford Branches is a direct extension of services already provided on the Green Line for the Heath Street (E branch) and Riverside (D branch) branches. As such, the scheduled headway for both the morning and evening peak period will be one train every 5-6 minutes. All weekday trains will operate with at least two (2) cars. The general parameters for peak time periods are: The AM peak period begins at 6:30am and ends at 9:00am. The peak of the peak period into Park Street Station is anticipated to occur between 7:30am and 8:30am. The PM peak period begins at 3:30 pm and ends at 6:30 pm. The peale of the peak period away from Park Street Station is anticipated to occur between 5:00 pm and 6:00pm. It is expected that some schedule adjustment will occur after the beginning ofrevenue service as customer travel patterns become established Weekday Mid-Day Service During the off-peale mid-day periods, 9:00 am to 3:30 pm, train service frequencies are reduced. Service will operate every 8 to 10 minutes Weekday Evening-Night Service Evening service, between 6:30pm and 8:30pm, will operate at 10 minute headways on the Green Line Extension, consistent with the existing Green Line. Night Service, from 8:30pm until 1:30 am, will have 11 to 14 minute headways. Trains will have two-car consists Weekend/Holiday Service Extension service is expected to operate every 10 minutes on weekends and holidays, similar. to existing Green Line Service. For some periods of higher ridership, service every seven to! eight minutes will be offered Special Event Service Additional service is provided as necessary for various special events. The largest special events of the year include First Night Boston (New Year's Eve Celebration) on December 31 and the July Fourth fireworks. These events will require additional vehicles to be deployed to provide service

44 SECTION 3.0- OPERATIONS The MBTA also provides additional Green Line service in order to meet demand for professional sports events in Boston. In addition, extra train service will be provided along existing routes as required by customer demand for other special events Train Operating Patterns For normal train operations on the Green Line, trains will depart from one of the yards, generally determined and scheduled by train location as it relates to the individual branches. It should be noted that this represents a significant challenge at the yards. The Heath Street Branch (E branch) is problematic, due to the distance between the carhouse and the location where trains can enter the E branch. V chicles leaving the current yards (Riverside, Reservoir, and Lake Street) need to run cast into the Central Subway system before heading west on the E branch. Upon completion of the Green Line Extension, it is expected all E branch cars will operate from the Somerville Yard. Normal operations will have all eastbound trains (Riverside to College Avenue and Heath Street to Union Square) operating on Track 1, while all westbound trains (College Avenue to Riverside and Union Square to Heath Street) operating on Track 2. During periods of irregular operations, service interruptions or emergencies, OCC dispatchers will use their best judgment to assign trains to specific branches considering the following criteria: Station track availability and train movement; Occupancy of the tail track(s), if applicable; The total time required to traverse the interlocking (depending on the route selected) and berth on the designated arrival track; and The proximity of the following inbound train on the same track. For discussion of single-track operations, refer to Section below. 3.8 Total Revenue Fleet Requirements FY Total fleet requirements include the number of vehicles required for scheduled peak period revenue operations, including those needed for "run as directed" Trains, and those needed for maintenance. Maintenance needs include vehicles for scheduled maintenance and an allowance for unscheduled maintenance or repair. (See the Light Rail Fleet Management Plan for details on calculating fleet needs.) Based on the hoardings projections shown in Section 3.2 above, the total fleet requirements are presented by Fiscal Year in Table K

45 ~ ' ~ ~ - :v:""?:: MBTA Light Rail Transit System Operations and Maintenance Plan SECTION OPERATIONS Table K- Total Fleet Requirements FY " Eiscal ear ~ ' - - "', ~, ~ ~ - ~ ' ~ ~ \ " " ' ' ' y '"~ 1-_,~ l2-2o1r l5-2016'' Ridership 201, , , , ,315 Peak Headways (min.) '.. Vehicles..... Scheduled Service!52!52!52! Run as Directed Corrective Maintenance Hold Preventive Maintenance Heavy Damage Total Required Total Available Notes: Vclncle numbers rue from the Subway Fleet Management Plan 3.9 Operations Control Center The OCC is located at the MBTA Operations Building at 45 High Street in Boston. For additional information about the OCC, please refer to Section above and Section 7.0, Service Interruptioru and Emergencies Train Operators Each MBTA Green Line car is operated by a single train operator. There are no other crew members Reporting Station All train operators report on and off duty at each yard's facility Relief Points and Fallback Operators Some in-service train operators swing off at the terminal stations or the Reservoir Upper Yard. This arrangement avoids the time and expense required to deadhead train operators to and from the end points on the line. It substantially improves the productivity of train operators and reduces operating cost Duty Assignments All train operator revenue assigrunents arc developed by the MBT A Plans and Schedules Department. When completed, they arc transmitted to the Green Line Superintendent for

46 SECTION 3.0- OPERATIONS implementation at specified dates. Train operators nortnally pick their duty assignments in accordance with the terms of collective bargaining agreements that are in effect. Some operators are assigned to take custody of trains and place them into service or bring them back from service from the various carhouses. Some train operators relieve others already in service and may or may not handle trains to and from the yard. Other train operators are assigned to "work as directed", providing staffing for logistical train movement within the yard limits, mainline replacement, test or extra trains and emergency operator replacement. Besides the number of train operator assignments needed to provide scheduled and logistical service, an additional number of extra or relief operators arc required to cover train operator vacations and sick days and to provide coverage for other vacancies that may occur. Preliminary estimates show that operation of service along the Green Line Extension will require an additional 31 full-time (FT) streetcar motorpersons and 12 part-time (PT) streetcar motorpersons. An additional five FT and PT streetcar motorpersons would be required for cover list (relief drivers used to fill in for absent ones) resulting in a total of 36FT and 15 PT streetcar motorpersons

47 S~CT/ON 4.0- ENGINEERING AND MAINTENANCE 4.1 Management and Supervision 4.0 ENGINEERING AND MAINTENANCE The Engineering and Maintenance departments are responsible for Track, Communications, Signals, Traction Power, Building and Structures. Responsibilities encompass all required inspections, preventive maintenance, corrective maintenance, emergency response, and system design and improvements. These departments are also responsible for rail system infrastructure preservation. (Note: This section does not apply to MBTA Commuter Rail which is operated and maintained by the Massachusetts Bay Commuter Rail, Inc.) As portions of the systems start to age, every effort is made to protect the infrastructure investment. Examples of this work include track maintenance and repair, rail profile grinding, signal repair and replacement, grade crossing rehabilitation, traction power system renewal and upgrades. These programs are necessary to support the Light Rail Operations' overall goal of operating and maintaining a safe, clean and efficient transit system with professionalism, courtesy and integrity throughout the Metropolitan Boston region. The Engineering and Maintenance Department is currently divided into six units that directly support the MBTA Operating System: Ttack Signals Traction Power Communications Building & Structures Projects The Track, Signals, and Communications Departments report to the Director of Systemwide Maintenance & Improvements. Traction Power and Building & Structures report to the Director of Facility Infrastructure & Engineering. Both directors report directly to the Assistant General Manager for Engineering and Maintenance along with the Deputy Director of Projects. The Fiscal Year 2011 Organization Chart for the Engineering and Maintenance Department is presented on the next page. The Engineering and Maintenance Department personnel are currently stationed at three base locations dispersed throughout the rail system network as follows: 45 High Street, Boston 500 Arborway, Jamaica Plain Arlington Ave, Charlestown

48 SECTION 4.0- ENGINEf;RING AND MAINTENANCE A~M Engineo::ring& Maintenance Director of Fin a noel &Admints:tration I Ma:intenaro:e COntrol t;,..::;sset f'fl<~nagem..rn: Mana.garof Ad min5tration Marngerof M<rtertlls T Jlanagerof (::ontr;;jc'tl; " o ''" "ro' "' o:rnnrr, usur.m:e. Engi:-==ering & Director- Faoilility Infrastructure & Engineering u s: ) stem wkle r. lainternrce Si DeputyDireotor of PDwer' Ds!pllt:l' Din.ctor of S~Jil:l fi" S & Stnx:tures Deputy Director of Projects I Doaput, Df~ctor of Deput, Director of r, lo\>'i~ S~m.ls"' De! put>' c:<ire(tor of O::communications S< Se,Ufll:\' SU[)::rinterdarrt of Fl:l,,<e.rsvstem;; & Equipment SLip;!Fillt1!00ant of Tranzmizsb11 St. Dttributbn r1 lam:ge rof Po iler Engireering Sup;orlnto;,txlant of F)roj;'!ct r,lc.nager:;; (6) Buil:ling Maintenan::e Superi11'W.rdant of Ele.ctri:al 8< Mecl"!<jn):al Mairrteran:e Manae:erofstotbn support se r, i::es rv1analiler ot F:acmt; lnfrastru:ture Ef it"eerfr.g Stipo=r, i>or s:uperim:erda:nt Light s upe rirrt:e rda m: or Green Lfoo Pail 111aintenan:e communi:::atbl'!> supe 1".' t!:or orang,;, Lire supe:r:scjrbjl~ Llr.a r, la rarge rs\gn:a 1 Engireering s uper;i;:or s fe: nal Jl:alhtenaiJ:e Shop & relay req:air Sup;orinter.:lant super:t>orof lie:a';-~ Rail communi:atbn:; & Maintenar.::e ecudt; Englr.aering ManaJ;;erl\ lco'/.' Engineering Super;t>oror <:ommuni::atbns & securit, fl'lairrtel"!:jij:e ~""'"'occ.d Lh"

49 SECTION 4.0- ENGINEERING AND MAINTENANCE Included in the preventive maintenance program are periodic inspection and maintenance tasks, which have been established to meet the META's needs. The scope and frequency of these tasks are based on the following criteria: System safety Regulatory requirements Manufacturers' recommendations Agency experience Budget constraints A brief summary of each of the maintenance areas, with department-specific Maintenance Plans noted as applicable is contained in the following sub-sections. 4.2 Track The track of the MBTA Subway System is maintained hy the Track Department in accordance with the programs defined in the Department's Track Maintenance Program, Jnly The plan complies with established industry guidelines as well as Federal and State regulations. Inspection and maintenance is performed using tested and reliable methods. DPU regulates track inspection at the MBTA, which requires formal inspection and maintenance programs. A systematic inspection and maintenance program has been established to ensure the safety of the riding public and MBTA employees. All MBTA Subway track is inspected and maintained in accordance with the Federal Railroad Administration Track Safety Standards as contained in Title 49 CFR Part 213. It is MBTA Subway's policy to maintain its track to a standard that is one Federal Railroad Administration (FRA) track class higher than is required by the maximum operating speed for any given segment of track. Track inspection is performed by trained and certified track inspectors to identify potential safety hazards and to report on the changing condition of the track geometry. Main and yard tracks arc required to be inspected three times weekly with at least a one-day interval between the inspections. In addition, each switch, tumo.ut, and track crossing must be inspected weekly. Written track inspection reports are completed by the track inspectors documenting the location, track, nature, and extent of the defects and conditions observed. Reports also contain repair date, action taken, and the name of the person making the repairs to minor defects at the time of the inspection. Defects that cannot be repaired by the inspectors at the time of inspection are considered major defects, requiring additional resources and/or a longterm maintenance program and plan to remedy the issue. The following are examples of the items that are included in an inspection: Track Stmcture: All ballasted track, direct fixation track, embedded track, grade crossings and special track work sections arc inspected for appropriate fit of all components including track switch points, and moving parts

50 MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 4.0- ENGINEERING AND MAINTENANCE Fastening Systems: Direct fixation bolts and rail clips, spikes, joint bars and rail anchors are inspected for tightness. Track Geometry: Track gauge, alignment, cross-level, super-elevation, as well as ballast and sub-grade conditions are inspected to determine that they are within in acceptable tolerances. Deterioration: Excessive or unusual wear of rail, ties, bolts, joint bars, frog inserts, switch points, rail welds, and other appurtenances is identified by measuring and evaluating in accordance with the requirements and tolerances or each component. Such inspections also include identifying vegetation growth and right-of-way encroachments or infringements. Undergoing or awaiting repair: Any track undergoing or awaiting repair upon which a speed restriction is assigned shall be inspected at a frequency which will ensure safe operation at all times. DPU may require inspections at more frequent intervals in areas of dense traffic, high operating speeds or questionable physical conditions. The Track Maintenance Program provides detailed instructions for each type of inspection including the standards and tolerances to be met, the forms to be used, the type of repair and/or corrective actions required for each situation, the materials and procedures to be used, and the record-keeping requirements. As with other maintenance tasks that involve the active railroad, the Track Department must perform a significant amount of its work during the limited non-revenue service hours. This requires special coordination and flexible work schedules, with personnel.and equipment availability sufficient to accomplish the required work in the time period available. In many cases, the work can be accomplished without adversely affecting scheduled train service. Other work of longer duration or involving interlockings for example, can involve taking sections of track or interlockings out of service while repair and/or reconstruction work is done. The Track Department coordinates its plans and activities closely with various Subway Operations Departments, including Transportation, OCC, and Plans and Schedules. In some circumstances, single-track train operations are required to provide sufficient time for the necessary work to be performed. The Track Department maintains the required records of inspection and maintenance and makes them available to the DPU for review and audit. 4.3 Communications The Communications Department installs and maintains the rail system telephone and radio communications systems on the MBTA system. The following communications systems are

51 SECTION 4.0- ENGINEERING AND MAINTENANCE in place on the MBTA Green Line Central Subway System and will be installed on the Green Line Extension: Maintenance Telephones (at interlockings and signal installations) Emergency Telephones at Traction Power Substations (TPSSs) Emergency Telephones at Blue Light Stations (BLS) Fire Alarm Systems (All Stations) Passenger Assistance Intercom Systems at stations Public Address (P A) Systems at passenger stations Variable Message Sign (VMS) Systems at passenger stations VSS at passenger stations VSS monitor equipment at the OCC Audio and Video recording equipment at the OCC OCC Uninterruptable Power Supply (UPS) Wide Area Network (WAN) Radio channel for train operations Radio channel for yard operations Multi-transmitter system radio channel for Right-of-Way Maintenance Tunnel radio system including fire/police channel connections. There are other commnnications systems at MBTA to serve the agency's administrative functions, which are also installed and maintained by the Communications Department within MBTA Engineering and Maintenance. Inspection and maintenance of the radio and telephone systems listed above, and the devices connected to them, are carried out at specific intervals in accordance with manufacturers' recommendations and, where applicable, in accordance with the requirements of the Federal Communications Commission (FCC) and the DPU. The Commnnications Department maintains records of the required inspections and maintenance and makes them available to the FCC and the DPU for review and audit. Most of the radio antenna locations that serve the MBT A System are located within the Boston Metropolitan area and arc located on MBTA owned properly. The Commtmications Department works closely with the Facility Infrastrnctnre and Engineering Department that manages the SCAD A system to manage the interfaces between the two systems

52 MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 4.0- ENGINEERING AND MAINTENANCE 4.4 Signals The Signals Department installs and maintains the wayside signal and train control systems on the MBTA Subway System. It does not install or maintain the signal equipment mounted on the light rail vehicles. The following signal systems are m place on the MBTA Green Line and Green Line Extension: Automatic Vehicle Identification (A VI) System Wayside Signal System Signal track circuitry and associated equipment Signal maintenance includes the periodic inspection, testing, and performance of both scheduled and coucctivc maintenance to insure the proper and safe operation of the signal system. The scope of signal maintenance includes interlockings, and yard signal systems. The core of this system includes the testing, adjustment, and repair of vital relay circuitry, logic networks, relay logic control limit circuits for protection against following trains, power supply and transfer networks, and all the relevant and peripheral appurtenances and signal appliances.! i Signal supervisors oversee the work of signal maintainers and other signal department personnel to achieve the required levels of safety and operational performance reqnired by the MBTA Subway system. A feasibility study is cuuently underway for a train control system for the Green Line. Once a teclmology is chosen for train control, the MBTA expects to pilot the teclmology on one of the Green Line branches. The Green Line Extension will be designed in such a way not to preclude the implementation of train control on the Medford and Union Square Branches. 4.5 Traction Power The traction power distribution system consists of three components: substations, auxiliary distribution, and the DC distribution systems. The basic preventive maintenance program is divided into two parts; the first part is the required or safety related maintenance which is performed on a schedule; the second part consists of those inspections and procedures that, when completed within a prescribed time frame, act to ensure a safe, economical, and reliable operation. ;_:! : To achieve the operational support and maintenance goals, the personnel of the traction power department maintain a flexible operating schedule. This schedule provides response coverage during the hours of revenue operations while maximizing the efficiency of scheduled maintenance activities during the non-revenue hours. This is particularly critical due to the small non-revenue window available for traction power maintenance. The plan is

53 SECTION 4.0- ENGINEERING AND MAINTENANCE implemented by scheduling the maintenance force in the most effective manner. This is done with overlapping shifts of maintainers that can concentrate. their efforts as required by maintenance schedules. The Traction Power Department participates in extensive in-house training and in the safety drills that are implemented by the Chief Safety Officer and the MBTA Transit Police Department Traction Power Substations The existing Green Line is fed by the Traction Power Substations presented in Table L. ' Substation,.. Table L - Traction Power Substations... ~ ">"; f ' ~. i.... Location, 'i ",~ ~,;tf... Coolidge 19 Webster Street, Brookline MBTA North Station 80 Haverhill Street, Boston MBTA Shawmut 1091 Washington Street, Boston MBTA Newbury 354 Newbury Street, Boston MBTA Cooks Jnnction SIR Winchester Street, Newton Highlands N-Star \ c ~ ' " ''! "' Supplier', South Station 45 High Street, Boston N-Star/MBTA Reservoir Strathmore Road, Brooldinc N-Star Riverside Grove Street, Newton N-Star Berkeley Berkeley Street, Boston MBTA Kenmore Loop at Kenmore Passenger Station MBTA Commonwealth Ave Public Alley ofharvard Street, Brookline MBTA Aspinwall Off Longwood Avenue, Brookline MBTA Hanunond Pond Off Hammond Pond Parkway, Brookline N-Star Mattapan River Street, Boston MBTA Ashmont Dorchester Avenue, Boston MBTA Overhead Catenary System (OCS) The OCS for the MBTA Green Line is a simple catenary equipped with an auto-tensioning system to maintain the proper level of tension in the OCS contact wire. A system of counterweights automatically and continuously maintains the proper degree of tension in the system. For yard tracks and some sections of embedded track, single fixed trolley wire is used instead. The trolley wire requires that tension be manually adjusted by traction power personnel to accommodate changes in the ambient temperature and other conditions. The manual method is less expensive to build but labor intensive and more expensive to maintain

54 SECTION 4.0- ENGINEERING AND MAINTENANCE It also can increase the risk of entanglement of a pantograph in the catenary under certain conditions. The following list of major components 1s included in the detailed traction power and overhead catenary maintenance plan: A C Vacuum Breakers AC Load Break Switches Rectifier Transformers Rectifiers DC Breakers and Contra Is Auxiliary Transformer Potential Transformers Batteries TPSS Air Conditioning Fire Alarm Test/Repair Emergency Operation Switches Manual Operation Switches OCS Tension and Height Manholes Safety Equipment Emergency Trip Switch System Station Lighting Emergency Ventilation Systems Station Power Documentation of all inspections/work. In addition to the maintenance of the traction power substations and the OCS for the Light Rail Division, the Traction Power Department is responsible for the maintenance of the Heavy Rail Division's third rail system and its traction power substations, the ventilation and lighting systems for all tunnels I underground segments, auxiliary power equipment, the UPS systems, and other associated equipment. The Traction Power Department is equipped with the specialized vehicles and other gear that arc required to maintain the system. 4.6 Building and Structures The Deputy Director of Building and Structures has the responsibility for the maintenance of the right-of-way, stations, bridges and other structures, revenue vehicle maintenance facilities, passenger stations, and wayside system facilities for the MBTA Subway System

55 SECTION 4.0- ENGINEERING AND MAINTENANCE The Building and Structures Department performs the periodic maintenance and repairs needed to maintain the right-of-way, stations, buildings, and shop facilities of the MBTA Subway System. 4.7 Engineering and Maintenance Projects Systems Engineering The Maintenance of Way Engineering Department supports the Communications, Traction Power and Signals Departments with systems design, evaluation and testing oversight for both in-service and proposed rail projects

56 SECTION 5.0 -SUBWAY FLEET AND SUBWAY FLEET SERVICES 5.0 SUBWAY FLEET AND SUBWAY FLEET SERVICES 5.1 Management and Supervision The Division Chief of Light Rail Maintenance monitors all rail fleet activities on the Green Line. The Green Line Maintenance Superintendent is responsible for managing the day-today operations at each of the carhouses. The Senior Director of V chicle Procurement and Quality Assurance oversees all of the Everett Shops operations including the main repair facility. The Section Chief for the Everett Main Repair Facility manages the operation on a daily basis. Shift operations include a number of forepersons managing the work of tradespeople, rail repairers and other support staff for fleet maintenance. 5.2 Description of MBTA Green Line Light Rail Fleet The MBTA Green Line fleet of Light Rail V chicles (LRV s) presently consists of 114 Type 7 Kinki- Sharyo Cars and 95 Type 8 AnsaldoBreda Cars, which are articulated with an "A" and "B" section. The Kinki-Sharyo car seats 46 with a typical capacity of 101. The AnsaldoBreda Cars, are a 70 percent low floor vehicle with a deployable bridgeplate located at each of the low floor doorways to provide access for disabled customers; they seat 44 and accommodate up to 2 wheelchairs, with a typical capacity of 101. Both types of cars can hold additional standees under "crush load" conditions. The cars are designed to operate on a nominal 620 volt DC supplied by an OCS. Each car has a single pantograph on the "A" end of each car that is extended vertically to contact the OCS to collect electrical energy for traction power and the vehicle's auxiliary systems. Each car is equipped with a radio, climate control system and has a train operator cab on each end of the vehicle so that a single vehicle can be operated in either direction in customer service. The cars may operate singly or in trains of two or three cars with a train operator for each car, as defined by MBTA work agreements. As one of their duties, chief inspectors and inspectors assist train operators, when needed. MBTA is in process of procuring an additional 24 cars for use on the entire Green Line system including the anticipated Green Line Extension. The LRVs in this order will be designated as Type 9 cars. i J The Type 9 cars will differ in the following ways from the AnsaldoBreda Type 8 car: For the Type 9 car, ASME RT-1 crashworthiness requirements will be specified, providing improvements in crashworthiness performance through incorporation of crash energy management (CEM) features in the structure. The CEM design will increase the amount of collision energy that can be safely absorbed by the Type 8 vehicle. 4 wheelchair locations will be required in the low-floor area of the Type 9 as opposed to 2 in the Type

57 SECTION 5.0 -SUBWAY FLEET AND SUBWAY FLEET SERVICES Sliding plug doors will be required on the Type 9 car in place of the hi-fold doors used on the Type 7 and Type 8 cars. The HV AC system is required to utilize hermetically sealed scroll type compressors units with variable capacity control rather than the traditional piston-type compressors. The cars are required to utilize energy and life-cycle cost saving LED interior lighting. The cars will be equipped with an internal and external video recording system covering the passenger compartment, doorways and the right-of-way from the operating end point of the view. The Type 9 car will be required to include additional passenger information signs and internal video information displays Fleet Interchangeability The Type 9 cars are specified to operate independently of the Type 7 and Type 8 cars. The MBTA anticipated significant impacts to both cost and schedule should the Type 9's be required to be fully operationally compatible with the existing fleets. Type 9 cars will be required to be mechanically compatible with the existing fleets to ensure collision compatibility and allow for recovery of disabled trains Heavy Rail and Light Rail Operations Fleet Management Plan The Heavy Rail and Light Rail Operations Fleet Management Plan is currently being updated to provide more detailed fleet operating and maintenance infonnation for tl1e Green Line, as well as all other MBT A Subway lines Train Control The Type 9 cars will he manufactured with sufficient space under the vehicle to install electronic equipment for train control. The remaining cars in the MBTA Fleet will need to be retrofitted to operate on lines equipped with train control. 5.3 Description of Light Rail Fleet Services Facilities Everett Subway Repair Facility The Everett Subway Repair Facility located in. Everett, MA performs heavy repairs for which carhouscs do not have the appropriate tools and equipment to perform. The Everett Subway Repair Facility typically perfonns on heavy equipment, such as, trucks, HVAC units, etc, which are transported hctweeri the carhouses and Everett by MBTA employees. In addition, the Everett Main Repair Facility has the equipment to remanufacture critical components which are then returned to inventory

58 5.3.2 Riverside Carhouse MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 5.0 -SUBWAY FLEET AND SUBWAY FLEET SERVICES The Riverside Carhouse located in Newton, MA near the junction of Route 128 and the Massachusetts Turnpike, is a large maintenance facility that is typically used for the Green Line's heavy repair operations. Heavy repairs are considered repairs that require more than 24 hours to complete from the time the vehicle arrives at the shop. The facility contains a car wash, inspection, repair areas, blowing pit, wheel truing pit, resistor and pantograph repair area, equipment and truck removal areas, paint booth, parts storage, lube room, battery room and welfare facilities, The Riverside Carhouse, which can store 90 vehicles in the yard, has the capability to repair trucks, true wheels, change out HVAC units, sandblast and paint vehicles, replace windows, and perform body repairs Reservoir Carhouse The Reservoir Carhouse, located in Brookline, MA ncar Cleveland Circle, is a maintenance facility that primarily performs running repairs. Running repairs are repairs that can be completed within 24 hours after the vehicle has arrived at the shop. The facility, which can store 51 vehicles in the yard, contains a car wash, car storage and three track inspection areas, track and truck repair areas and a parts storage facility. The carhouse also has the ability to remove trucks from the vehicles in the truck repair area and repair the electronic assemblies Lake Street Carhouse Lake Street Carhouse, which can store 22 cars in the yard, is located on the Boston/Newton line at the terminus of the Boston College Line. As the smallest carhouse, employees perform daily inspections on a portion of the fleet and repair of minor defects if found. Otherwise, the repair work is referred to Reservoir or Riverside Carhouses.. I Green Line Extension (GLX) Carhonse The GLX Carhouse, which will be located in Somerville, MA, will provide washing, cleaning, inspection, and maintenance and will have the capability to perform most vehicle repairs for the MBTA Green Line fleet. The main shop building at the Yard will contain two tracks with service and inspection pits and a third repair track with a hoist for heavier repairs as well as a wheel truing machine. A second building will house a train washer facility. The GLX Carhouse must also depend on the Everett Subway Repair Facility for certain types of heavy repairs. The GLX Carhouse and Yard will have its own traction power substation to provide energy to the OCS for the facility. LRV movements within the yard are made under the supervision of a yardmaster located at the carhouse

59 SECTION 5.0 -SUBWAY FLEET AND SUBWAY FLEET SERVICES The GLX Yard will provide the yard track storage for Green Line LRV s that have been inspected, serviced, repaired, washed, cleaned and prepared for revenue service. There will be several dedicated storage tracks. Upon commencing revenue operations for the Green Line Extension, a total of 80 LRVs will be supported by the GLX Carhousc. The overall storage capacity for GLX Yard is 80 cars. The overall size and configuration of the property parcel on which the GLX Carhouse and Yard is located provides significant limitations to the layout of the facilities and to the efficiency of LRV and train movements within the yard areas. The site is constrained geographically by terrain features including a street on the northwest side, the MBTA commuter rail system mainline right-of-way on the east side, the MBTA Green Line right-ofway/overhead bridge on the south side, and the Broadway Street overhead bridge. These space limitations place a greater emphasis on the careful coordination of train and LRV movements and the development of an efficient yard operating routine Mattapan Repair Shop The Mattapan Repair Shop, which is located in Boston, MA, is a maintenance shop that performs running repairs and vehicle inspections. The facility, which can store 10 vehicles in the yard, contains a car storage area and two track inspection areas, track and truck repair areas and a parts storage facility. The Mattapan Repair Shop must also depend on the Everett Subway Repair facility for certain types of heavy repairs. 5.4 Subway F1eet Inspection and Maintenance The Preventive Maintenance Program consists of regularly scheduled actlvilics that arc necessary to maintain the performance level of the vehicles and their components. Examples of typical activities include complete lubrication, calibration adjustments, and replacement of consumablcs such as air filters, brake pads/shoes, and pantograph carbon strips. Additionally, many items arc visually inspected and repaired or replaced, as needed. Preventive maintenance inspections are mileage-based for the Type 7 Cars - they are inspected at 6,500 mile intervals or at 90 days if they haven't accumulated 6,500 miles. Type 8 vehicles are inspected on a 90-day interval. The PCC Cars are inspected at 30-day intervals. The HVAC system is inspected ammally. Air compressor inspections are also performed on an annual basis. There is an on-going coupler modification program in place. Other campaigns and modifications are initiated on an as-needed basis Cleaning and Servicing The car interior is swept every night, while more intensive cleaning, such as washing the floors or window cleaning, is done in accordance with a cleaning contract that MBTA has with an outside vendor. When the car arrives at the carhouse yard after revenue service, the

60 SECTION 5.0 -SUBWAY FLEET AND SUBWAY FLEET SERVICES car is sent through the train washer, depending on the time of year, for its external washing. Following the washing and cleaning, the train is moved to the yard. Most minor repairs can be made while the train is in the yard. Ifnecessary, the train can be moved to the shop and spotted for repairs that cannot be done in the yard. Once all needed repairs and cleaning is done, it is moved to the designated storage track and positioned for its next assignment Unscheduled Maintenance and Repair In each of the individual carhouses, reports of needed maintenance or repair may come from the operators or from the rail repairers during their daily inspections while preparing the fleet for service. The need for repairs may be communicated verbally, via hand-held radios, or by generating a work order. For LRVs in revenue service, the train operator reports the fault or needed repair via portable or car-borne radio to the OCC. The OCC then initiates a response to the train and also sends a work order to the maintenance department for repairs that may be needed. For maintenance or repair needs discovered in the yard, depending upon the type of repair needed, the vehicle may be repaired in the yard or moved into the shop and onto a service and inspection (S&I) pit or onto the heavy repair track and placed on the hoist. Normally, one of the two S&I pits will be utilized for unscheduled maintenance while the other is reserved for scheduled maintenance activities. For maintenance or repair needs that 'occur during revenue service, the response is normally addressed in one of two ways. The problem may be able to be handled in revenue service by the actions of the train operator, who can respond to the problem while at the same time communicating with the OCC to notify them of the problem, or by a transportation official. If a long delay is expected then a repairer from Green Line Maintenance will be dispatched. Otherwise, the train will be pushed or pulled from service from the next train on the line. Reports of a vehicle incident problem are normally made via radio by the train operator. In turn, all response personnel become aware of the situation at the same time and can start formulating a repair or replace strategy. MBTA personnel arc trained to follow specific procedures to safely address maintenance issues that occur on in-service trains. Line supervisors and some inspectors have a well-equipped sport utility vehicle (SUV) and move from place to place along the line as their duties require. There are 25 inspectors and transportation supervisors on the line at any given time. With the extension of the Union Square and Medford Branches, three additional inspectors and one supervisor will be assigned to the cast end of the mainline and will be available to assist with incidents

61 SECTION 5.0 -SUBWAY FLEET AND SUBWAYFLEET SERVICES Critical Systems Replacement or Overhaul/Rebuild Program In addition to the regular maintenance needs of the fleet, the META will complete programmatic replacement of critical systems or mid-life overhauls of all vehicles, as necessary. Transit industry standards typically call for the evaluation of rail vehicles after they have been in service years. If the results of the evaluation indicate that beneficial results would be obtained by replacement of critical systems from rehabilitation (overhaul), then such work would need to be initiated as soon as possible. Vehicles requiring an overhaul would be out of service for up to 60 days. Other major repairs to vehicles may occur as a result of warranty programs or be necessary as a result of accident damage Emergency Response Capabilities When an emergency occurs on the mainline, the level of response depends on the severity of the incident. Emergency response is utilized for accidents or derailments. Accidents include collisions with automobiles, persons, or objects on the track. The Green Line Supervisor, Inspector and Rail Repairer Team respond to any accident that occurs on the mainline. At the incident, the Incident Commander directs the efforts of emergency responders and reports to the OCC. Rail repairer and track maintenance personnel are dispatched from their respective areas in all accident and derailment situations. The Supervisor also coordinates with META and other agency emergency response personnel for the safe evacuation of the train, ifnecessary. The rail repairer's job is to evaluate the damage to the train and to coordinate with the Supervisor to get the train moving again once it has been released to move by the Incident Commander. If further support is needed, additional personnel are dispatched from the yard as necessary to assist in getting the train off the mainline so that service can continue. If the train cannot be moved under its own power, another train may be sent to couple up to it and tow it to the yard. Should that not be possible, a heavy duty hi-rail "Brandt" truck designed to tow trains, may also be utilized. If the Brandt truck is utilized, designated personnel at the yard load the portable re-railing equipment box onto the bed of the Brandt truck and drive the truck to the accident site. If the accident occurs in an area away from a grade crossing or a level area that prevents the truck from driving directly to the scene, then the truck would be placed on the track and would operate over the track to the accident site. In emergency situations, the priority is to resolve the situation safely and quickly and to minimize the disruption to revenue service. i.. ' I ' :-:

62 SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING 6.0 RULES, SAFETY, SECURITY, AND TRAINING 6.1 Responsibility for Safety and Secnrity MBTA has very active and visible safety and security programs led by the agency's Chief Executive Officer. MBTA's Policy Statement: The MBTA is committed to providing safe, secure, reliable, efficient convenient public transportation services to the region it serves. A major consideration in fulfilling this mission is the safety and security of MBTA customers, employees, contractors, vendors and the general public. As such, the MBTA has established and implemented comprehensive safety and security programs to ensure all MBT A construction projects and transit services are established and delivered within the highest practical level of safety and security. MBTA's Safety and Security Principles: Safety and Security are a 24/7 priority Safety and Security are everyone's responsibility Accidents and injuries are preventable Working safely is a condition ofemployment Passenger and worksite security are vital for MBTA's success Training is essential for good safety and security performance Management is accountable for safety and security. 6.2 System Safety Management Plan MBTA Safety Department maintains a System Safety Management Plan (SSMP) in accordance with APTA standards and DPU General Orders. The SSMP is the means of integrating safety into all MBTA System operations. It establishes the mechanisms for identifying and addressing hazards associated with the MBTA System. It also provides a means of ensuring that proposed system modifications are implemented with a thorough evaluation of their potential effect on safety. The SSMP describes how accountability for safety is integrated throughout the organization. The MBTA Safety Department is responsible for developing, administering and implementing a comprehensive SSMP with specific goals and objectives, purposes, programs and activities to prevent, control and resolve unsafe conditions and hazards that may occur during the life cycle of the rail system. The Safety Department shall be involved in all systems beginning with the conceptual engineering, design and procurement through to the operational stages. The MBTA self-certifies its own rail transit projects, subject to the safety oversight of the DPU. MBTA, however, has a safety (and security) certification program for MBTA's Green Line Extension, similar to programs used in its previous rail activations. Io addition, ! ::;

63 SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING MBTA's Safety Department performs Internal Rail System Safety Audits (IRSSA) as required by DPU, FTA, and APTA to monitor system-wide compliance with the SSMP. As required by DPU, the IRS SA is conducted annually in accordance with APTA Guidelines. In addition, the Rail Transit Safety Section of the DPU conducts an on-site external audit of MBTA rail systems every three years. The SSMP is in the process of being updated to include operations on the Green Line Extension. The SSMP is reviewed every three years to make updates, corrections, and modifications. Any revisions to sections of the SSMP prior to the three-year cycle will be distributed as an amendment. 6.3 Regulatory Agencies Federal Railroad Administi ation (FRA) The FRA is the regulatory agency with jurisdiction over railroads involved in interstate commerce and operating on the General Railway System of the United States. The FRA regulates most aspects of safety in the railroad environment. The FRA nonnally does not regulate transit systems unless those systems operate on the same tracks or in the same corridor with the General Railway System of the United States. FRA regulations do not impact Green Line operations Federal Transit Administration (FTA) The FTA is the regulatory agency with jurisdiction over transit systems in the United States that are not regulated by the FRA and receive federal funding. The FTA, through 49 CFR Part 659, has required the establishment of State Safety Oversight Authorities (DPU, in Massachusetts) to oversee provision of adequate safety and security on rail transit systems. The FRA and FTA work closely with state rail oversight and regulatory bodies, such as the DPU, to provide effective regulatory control ofthe public transit industry Federal Communications Commission (FCC) The FCC is the agency having jurisdiction over railroad radio communications and communications systems. Its jurisdiction extends to transit systems including the MBTA Architectural Access Board The Architectural Access Board (AAB) is a regulatory agency within the Massachusetts Office of Public Safety. Its legislative mandate states that it shall develop and enforce regulations designed to make public buildings accessible to, functional for and safe for usc by persons with disabilities. To carry out the board's mandate, the "Rules and Regulations", which appear in the code of - - i --_.:

64 SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING Massachusetts Regulations as 521 CMR 1.00, have been developed and amended. These regulations are incorporated in the Massachusetts building code as a "specialized code", making them enforceable by all local and state building inspectors, as well as by the Board itself. These regulations are designed to provide full and free use ofbuildings and facilities so that persons with disabilities may have the education, employment, living and recreational opportunities necessary to be as self-sufficient as possible and to assume full responsibilities as citizens. The Board consists ofnine members: the Secretary of Public Safety or her designee; the Secretary of Elder Affairs or his designee; the Director ofthe Office on Disability or his designee; and six members appointed by the Governor in consultation with the Secretary of Public Safety from lists submitted by the director ofthe Office on Disability. Six ofthe appointed members are selected after consultation with advocacy groups on behalf of persons with disabilities. The governor, secretary and director shall exercise their best efforts to ensure at least two members are registered architects. The chairperson shall be elected annually by the members. The authority of the AAB is triggered by any construction, renovation, remodeling, or alteration of a public building or facility, or a change in the use ofbuilding from private to public Department of Public Utilities (DPU} The DPU has jurisdiction over railroads, street railways and transit systems in the Commonwealth of Massachusetts and is the designated SSO agency required by the FTA. The FRA and the FTA both have joint enforcement agreements with the DPU which give the DPU authority to enforce applicable Federal regulations on both railroads and transit systems within the Commonwealth of Massachusetts. DPU's own regulations are issued in the form of General Orders and cover a wide range of subjects, including signal design and maintenance, transit car safety standards, grade crossings, walkways, certain operating speed restrictions for transit systems. The most recent DPU regulation affecting the META is to limit the speed of the Type 7 and 8 cars to forty ( 40) mph American Disability Act Access Guidelines (ADAAG) ADA standards govern the construction and alteration of places of public accommodation, commercial facilities, and state and local government facilities. The Department of Justice (DOJ) maintains ADA standards that apply to all ADA facilities except transportation facilities, which are subject to similar standards issued by the Department of Transportation (DOT). Federal facilities are covered by standards consistent with those of the ADA issued under a different law, the Architectural Barriers Act (ABA). The Access Board is responsible for developing and maintaining accessibility guidelines for the construction and alteration of facilities covered by the Americans with Disabilities Act (ADA) of The Board holds a similar responsibility under the Architectural Barriers Act

65 SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING (ABA) of The Board's guidelines provide a. minimm baseline for other Federal departments responsible for issuing enforceable standards. The ADA recognizes and protects the civil rights of people with disabilities and is modeled after earlier landmark laws prohibiting disc1imination on the basis of race and gender. To ensure that buildings and facilities are accessible to and usable by people with disabilities, the ADA establishes accessibility requirements for State and local govermnent facilities under title II and places of public accommodation and commercial facilities under title III. The law requires that the Board issue minimm guidelines to assist the DOJ and the DOT in establishing accessibility standards under these titles. Those standards must be consistent with the Board's guidelines. 6.4 Industry Organizations and Standards American Public Transportation Association (APTA) APTA sets standards for Passenger Emergency Response Plans, System Safety Program Plans, and other safety-related and security-related matters. It also has an established peer review program in which periodic safety audits of the operations of member carriers arc conducted by other APTA members assisted by certified safety professionals. The MBTA is a member of APT A and many members of the MBTA Subway and Bus Systems are active participants in APTA activities and programs American Railway Engineering and Maintenance-of-Way Association (AREMA) AREMA, through its extensive worldwide membership, conducts extensive research and testing of the methods, standards and materials used in the construction and maintenance of railways. AREMA publishes its standards and recommended best practices for its membership and these are widely used in the railroad industry National Fire Protection Association (NFPA) NFP A issues flammability and fire safety standards for the materials used in the manufacture and construction of vehicles, buildings, components, products and supplies. All MBTA rail systems must comply with the requirements ofnfpa Section Operating Rules Operating and safety rules are contained in the MBTA's Rules for Operators and Other Employees of the Light Rail Lines. This book applies to the entire MBTA Light Rail System. These rules and instructions authorize or govern the movement of trains; authorize, govern or restrict the use of the main track by trains; authorize, govern or restrict the use of the main track by maintenance personnel; authorize work to be done or personnel to be on the operating right-of-way; or affect the safe operation ofthe railroad

66 6.6 Standard Operating Procedures MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING Standard Operating Procedures (SOPs) define the steps to he taken hy operating, or other, employees who are on the right-of-way, under specific circmnstances and in specific situations. These SOPs are contained in the MBTA's System Book of Operating Rules and Procedures. They provide a checklist of actions to be taken by employees in response to a specific situation named in the title of the SOP. The SOPs do not define in detail how to perform the actions, but only prescribe what actions shall be taken under certain circumstances. Their purpose is to generate consistency and efficiency within the organization. 6.7 Special Orders Special Orders contain statements that can add, delete or modify any operating rules or SOPs. They act as mandatory instructions designed to satisfy the requirements beyond the operating rules and SOPs. 6.8 Training and Qualification Training for Transportation The Light Rail Training Department is responsible for all training involving mainline, yard and train activities on the MBTA Subway System. The Basic Train Operator Training Course is an intensive eight-week course. Prior to being selected for the Basic Train Operator Training Course, all candidates must pass a preemployment test, Criminal Offender Record Information (COR!) check, and physical/drug test. The successful candidates are then invited to attend the Course to become a part-time operator. All operators become members of the Amalgamated Transit Union (Local 589). The Basic Train Operator Training Course is a combination of classroom and hands-on training. The successful graduate must re-certify after every two years of service according to current DPU requirements. MBTA requires re-certification every two years but has a goal of annually recertifying operators. The Re-Certification Class is a one-day, eight-hour class. Officials, supervisors, yardmasters, and instructors arc given additional training of one to three weeks. In addition, all Green Line dispatchers attend an eight week training course Training for Signal Systems Newly hired signal inspectors are trained on the systems that are currently installed with a focus on preventive maintenance, instruction manuals and, in the case of new lines, consistent with the Project Management Plan. A full program of familiarization with all lines is accomplished

67 SECTION 6.0- RULES, SAFETY, SECURITY AND TRAINING All signal inspectors are hired at the "journeyman" rate and there is presently no apprenticeship program. In addition to their maintenance training, maintenance personnel are trained in rules and operating procedures by the Rail Operations Instruction staff Training for Light Rail Vehicle Maintenance While Subway Fleet Services personnel receive training as they begin their career at the MBTA, specialized courses of instruction arc under development. The various instruction departments and Operations management are reviewing the training needs of each ofthe lines and will set up the appropriate classes. Each instruction department maintains training records for each employee, sorted by shift. These training records clearly showwhich courses an employee has and has not completed. The supervisor then looks at his manpower, workload, and vacations and decides how many people to send to training courses. When there is more than one employee with the same training needs, work days, and shifts then seniority is usually the determining factor in deciding which employee will attend the training first

68 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES 7.0 SERVICE INTERRUPTIONS AND EMERGENCIES 7.1 Principal Objectives Safety and Security The first priority in responding to and handling an emergency or a service disruption is for the safety and security of the customers, MBTA and contractor employees, emergency responders, and members of the general public Loss and Damage Mitigation Once the safety and security of customers, employees, emergency responders, and the general public has been assured, the next priority in handling an emergency or a service disruption is to mitigate loss and damage to MBTA equipment, property, and facilities as well as to third party property that is adjacent to or in any way affected by the situation System Recovery As soon as the situation permits, and once the safety and security of persons and property has been assured, actions must be taken to restore system operations to normal. If at all possible, depending on the circumstances, the goal of failure management activities is to maintain service to the highest degree possible during a service interruption. This may be achievable through tum-back operations or single-track operations. Many actions, such as calling for and the staging of extra equipment,' personnel, materials, and the establishment of bus bridges, substitute bus service, or other measures to provide alternate transportation to patrons, can be taken while the cause of the service interruption or emergency is being investigated and handled. In major events, where the service disruption may be of an extended duration, management, supervisory and service personnel will work in shifts to provide needed rest and relief while ensuring sufficient coverage for the situation. ' Service Recovery Scenarios Equipment failures, accidents, incidents, and other events or conditions can adversely affect scheduled rail operations, hinder system performance and disrupt operations beyond normally scheduled recovery capabilities. The impact that these situations have on rail operations is influenced by the following factors: Nature of the accident, incident, or failure; Location on the system; Train headways and ridership levels at the time; and/or Effectiveness of the service recovery strategy

69 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES This section discusses briefly the most common types of events tbat can interfere with scheduled service and the general effects that each could have on operations and recovery strategies. Experience has shown that each situation will have its own characteristics that affect the recovery strategy Collision or Derailment A collision or derailment of one or more trains may result in death or personal injury to passengers or employees, as well as damage to vehicles, track, signals, the overhead catenary system, and other property. If a derailment occurs on a main track, it may well result in tbe obstruction of botb main tracks, due either to the derailment itself or due to recovery efforts. The accident can be expected to adversely affect train operations for several hours or even one or more days depending on the circmstances. The time required for conducting an investigation before vehicles are permitted to be moved and the ability to reach tbe scene with recovery equipment and materials will be very important factors in determining how long the railroad will be out of service. Wherever possible, tbe priority will be to return one track to service as quickly and safely as possible to get minimum service operating again Fire or Smoke Fire or smoke that can interrupt operations may or may not be from tbe rail operations. A fire or heavy smoke from a fire adjacent to the railroad, or fire hoses strung across tbe tracks, may delay tbe passage of trains. These scenarios may interrupt operations without actually causing casualty on tbe rail system itself. If the fire or smoke occurs at a station or on the right-of-way, train operations may be suspended until the situation is brought under control. This may result in trains being moved to the nearest passenger stations so that passengers may alight and be moved via alternate means, such as a bus bridge operation past the obstructed segment ofthe railroad. If the fire or smoke is on a light rail vehicle, then the evacuation of passengers in the safest and most expeditious manner will be required. Doing so may result in the need to curtail all train operations in the -affected area until tbe situation can be resolved. Due to the high-floor, level-boarding configuration of all cars and trains in the rail system, if at all possible, during emergency situations, alighting between stations should be done with the assistance of rail operations personnel Outsider/Trespasser/Suicide Accidents involving outsiders, trespassers, or persons who attempt/commit suicide on the right-of-way will normally cause service to be shut down, sometimes for several hours depending on the circmstances and the decisions of the responding authorities. In such cases, it may be difficult to accurately estimate the amount of time that operations may be interrupted. In some cases, authorities may detain the train and its operator until an investigation is progressed sufficiently to allow their release. Authorities may also elect to

70 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES interview passengers that are on the affected train. Each of these actions can affect the recovery strategy Death A death or serious personal injury to a customer, an employee, or a member of the general public on a train can be expected to result in an extended delay to that train. Depending on circumstances and the instructions from emergency response personnel, it may be possible to resume restricted speed single-track operations around the affected train while the situation is cleared. In any event, the situation may result in the train being held for several hours and then being removed from service after the incident. If the death occurs on the right-of-way, it is probable that all train operations may be suspended until the situation is cleared or until single-track operations can be safely established Personal Injury/Serious Illness If a serious illness. affects a passenger on a train, emergency response personnel will be called. After they have attended to the person and removed him or her from the train, the train is normally released and free to resume service. In such cases, delays to that particular train may be minutes depending on the situation. Other trains are also affected by the stopped train, but service can normally be continued on the line after the incident has been cleared. If possible, single-track operations and alternate service will be established as soon as it is safe to do so. In the case of a serious personal injury, once the medical emergency has been handled, delays may also result due to the need to interview witnesses and conduct an investigation. These delays may prevent or delay the resumption of service at the site, depending on the circumstances Grade Crossing Accident An accident at a public crossing at grade can be expected to resl(it in delays to all trains at the site until the emergency has been cleared and the accident investigation has progressed to the point that vehicles and personnel are released by the MBTA Transit Police. Additional delays may result from the need to clear damaged vehicles from the scene, including the removal ofa damaged train. Depending on the severity of the accident, a transportation official will conduct the initial investigation for MBTA. MBTA Transit Police personnel will conduct an official investigation for liability purposes. A unified command between MBTA Transit Police personnel and the agencies with local jurisdiction will be established at all grade crossing accidents and incidents

71 Hazardous Materials Release MBTALight Rail Transit System Operations and Maintenance Plan SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES A hazardous materials release off the right-of-way but close enough to pose a hazard may result in the suspension of train and bus service (and all or most all other movements) through a particular area until the sitnation is brought under control and clearance has been received to proceed through the affected area. In such cases, getting accurate or "best estimate" information from emergency responders will be a critical factor in determining the most effective recovery scenario. If the hazardous materials release occurs on the right of way, there may be an extended period of time in which train operations (and other activities) are not possible at and/or near the scene. In addition, once the sitnation is brought under control, additional time may be required for site remediation, which also has the possibility to negatively affect train operations Property Damage or Serious Vandalism Property damage that affects rail operations can include such things as an accident or vandalism to operating systems, vehicles, equipment, stations, bridges or other apparatns that affect the safety or efficiency of rail operations. In such cases, the experience of responding supervisory personnel and the resources that engineers provide will be used to clear the situation and restore operations Wind, Heavy Rains, Flood Strong winds, heavy rains and floods, will require operations to proceed with extreme caution. In the case of suspected system impact or an apparent problem, service is suspended as appropriate, allowed to resume only after inspections have been made by personnel who are qualified and properly equipped to determine that the railroad is safe for operation. Particular attention is given to below grade wayside systems locations, track conditions, OCS and to trees or other objects that may pose a threat to the OCS. A water main break can have many ofthe same effects as a storm and may similarly affect train operations. Special attention will be given to inspecting track, bridges, culverts and other drainage structures and the approaches to them, as well as sub-grade conditions, to be sure that the railroad is safe to usc. Train operators will be required to proceed under restricted speed rules at locations that are known to be prone to flooding or to the likelihood of debris covering the track during storms. All of these precautions take time and can delay scheduled train service Damaged or Obstructed Track or Structure With the exception of temporarily obstructed track, which sometimes can be cleared fairly quickly allowing service to resume, or damaged/defective track which can quickly be repaired by one or two persons using small tools, incidents involving damaged track and/or

72 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES structures are likely to be events with longer term service disruptions. Even if temporary service can be restored, there may be speed restrictions and/or single-track operations that continue to affect train operations long after the original event so that repair or reconstruction activities can continue Traction Power System Failure A failure ofthe Traction Power System is an event that cuts the electric traction power to the trains. It may be the result of the failure of an electrical component in the system, a power surge, physical damage to the OCS, loss of a substation or of the utility power source feeding the substation. The failure could involve just one segment of main track, both main tracks, the yard, or segments of the line served by one or more substations. If a failure occurs during a revenue service period, there will likely be an immediate need to reach passengers in trains stopped between stations so that they may be transferred to a place of safety and alternate transportation Vehicle Mechanfcal Failure Vehicle mechanical failures can fall into one of three categories: The failure does not affect the vehicle's ability to move safely and the vehicle can be repaired or removed from service at the next available point. The failure does affect the vehicle's ability to move safely and the vehicle can be pushed or pulled to a place where it can be removed from the main track. The failure prevents any movement of the vehicle and repair/recovery vehicles and equipment must be sent to the scene to repair the vehicle and make it safe for movement or clear it from the railroad. Personnel and equipment from the Light Rail Maintenance Department will assist in the repair and/or recovery effort or will provide trouble-shooting information to the train operator and/or supervisor, where appropriate Signal/Control System Failure A signal system failure can be due to the failure of a component in the system or several other causes including the loss of the electrical utility power source that feeds the signal system. This can result in the loss of the ability to operate track switches at terminals and crossovers and can result in signals displaying STOP indications or no indications at all. A signal system failure requires all trains to stop prior to the location of the incident. OCC will provide the train operator with instruction/authorization to proceed, as necessary. In almost all instances, Manual Block Operations are required to be established to ensure safe operations through the incident area until the system failure has been corrected

73 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES SCAD A System Failure The SCAD A system provides control capability and receives indications from the field about the condition of certain critical, but non-vital, operating systems including track occupancy, track switches, TPSSs, alarm systems, etc. When the SCADA system is not functioning, remote control of equipment may not be possible, alarms and other indications from the field may be unavailable to the OCC Green Line dispatcher, or they may provide inaccurate information. SCAD A Workstations at yards will not operate the mainline system in the event of a SCAD A system failure. For the Green Line, switches are placed on hand throw operation when failure of the A VI system occurs. Iftrain operations are not normal, then qualified personnel must be dispatched to each interlocking to operate it manually in accordance with the operating rules, contingency plans and the SOPs. Once the qualified individuals have arrived at the interlocking, they will contact the dispatcher at the OCC for instructions. As directed by the dispatcher, the employee then operates the interlocking by requesting the routings and signals that will be required to restore train operations according to the plan developed by the OCC. The dispatcher will establish the priority for the movement of trains at each of the interlockings. 7,2.15 Civil Disorder Civil disorder can occur in a variety of forms including protests, large public gatherings, illegal strikes, and other activities. Such situations usually result in a police response with a determination being made by the civil authorities whether or not train operations will be permitted to continue through the affected area, and if suspended, when they may be resumed. Close coordination between law enforcement personnel and civil authorities and the regional OCC is critical to a successful recovery effort Terrorist/Bomb Threat Information concerning a terrorist or bomb threat can be received either directly by the MBTA or indirectly through civil authorities. In such cases, certain aspects of service may be suspended pending inspections and a resolution of the situation. Close coordination between MBTA Transit Police, local law enforcement persmmel, civil authorities and the OCC is critical to a successful recovery effort Other Recovery Scenarios The other sccnmios most likely to affect operations are the need to conduct single-track operations over a portion of the line during periods of scheduled service. Single-track operations may be necessary for scheduled track maintenance, when one main track is removed from service for renewal or repair

74 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES During single-track operations, trains will use the one remaining main track between two interlock:ings for movements in both directions. This will require extended travel times for trains using the single-track, as well as delays to trains in both directions waiting to use the single-track. Single-track scenarios require that arrangements be made to notify passengers, including the elderly and those with disabilities, if they must use a different platform to board the train. Of particular concern are those single-track scenarios that include an interlocking within the working limits and. that require an extremely long section of single-track actually covering two linear.track segments instead of one-track segment. These situations are to be avoided if at all possible during scheduled operations because of the serious delays to passengers that result. 7.3 Role of the Operations Control Center (OCC) Description and Location of the OCC The figure below presents the Operations Control Center Department Organization Chart. Director of Operations Control Ce-nter I Deputy Director ofocc& Training Deputy Division Chief- Plan ~nd Servke Division Chief Training The OCC is located in the MBTA Central Operations Facility at 45 High Street in Boston. The OCC is the central facility in which most of the signal and commnnications systems for each of the MBTA Subway lines are located. Light Rail dispatchers direct and monitor Green Line train movements, operate communications systems and maintain contact with the line personnel and supervisors of the MBTA Subway System and each of its lines: MBT A Red Line - Heavy Rail MBTA Orange Line- Heavy Rail MBTA Blue Line- Heavy Rail

75 MBTA Green Line- Light Rail MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES The Operation Control Center has a representative from the Transit Police Department, houses the power dispatchers, and the maintenance control clerk in the public address booth. For additional information about the OCC, please see Section2.3.8 above. In the event that the OCC is rendered inoperable or uninhabitable for any reason, the MBTA Subway System has established a contingency plan for movement of personnel to alternate locations where control of rail operations can be re-established. Those facilities arc equipped with HV AC systems, suitable facilities, supplies and amenities, furnitnre, communications system connections, site security and other equipment, forms and operating supplies that would be necessary to sustain control of operations for an extended period of time. Due to the sensitivity of this information, further details concerning this facility have been omitted from this document Coordination and Control of the Subway System The OCC serves as the central point for coordination and control of the MBT A Subway System. Working in conjunction with management and supervisors in the field, supervisors and controllers at the OCC maintain control of the Subway System and its resources. The Green Line dispatcher at OCC is the person in the MBT A Light Rail System who oversees the movement ofvehicles during normal and emergency operations. Yardmasters or Green Line officials oversee yard operations within the limits of their local yard. They do not have authority to authorize movements to or on the main tracks of the railroad Immediate Notifications The OCC notifies supervisors and managers in the event of an accident, incident, service disruption, or anything that may affect the safe, secure, or efficient operation of the Subway System. There is supervisory personnel on-duty 24 hours a day, every day. Management personnel are either on-duty or on-call (rotating assignments) 24 hours a day, every day. MBTA uses the "NotifY-At-Once" paging system for group notifications. The OCC also has the responsibility to call for the services of emergency response agencies when an accident or incident has occurred. And as mentioned above, the OCC has a Transit Police representative to allow for incident coordination. The OCC submits immediate notification reports to several Federal and State regulatory bodies as required under the agencies' regulations for certain types of safety or securityrelated occurrences such as death, serious personal injury, collision and/or derailment, fire, hazardous materials release or spill, grade crossing accidents, notable law enforcement incidents, etc I 67

76 7.3.4 Communications Center MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES The OCC serves as tl:te communications center for the MBTA Subway System. Most of the communications systems on tl:te individual rail lines, including the META Green Line, tenninate at the OCC where their activities and indications are monitored and recorded Recovery Strategy Formulation and Implementation Timely and accurate communications arc critical to emergency response and the formulation and implementation of effective recovery strategies. Experience has shown that tl:te first reports of accidents and incidents are often inaccurate. For this reason, when an accident or incident is first reported, and after emergency measures have been taken to protect life and property and emergency response agencies have been notified (if appropriate), priority must be given to getting experienced management and supervisory personnel to the scene. Once on-scene, their mission is to immediately assess the situation and transmit all pertinent information to the OCC. They must also establish communications with tl:te emergency response agencies on the scene and report to the Incident Command Post if one has been established. Together with the emergency responders, they must share information, help with an assessment of tl:tc situation, formulate an initial response strategy on tl:te scene and then arrange for the necessary resources as dictated by the situation. The incident commander on the scene will then relay this information to the OCC. This information combined witl:t other information relayed from others involved is then used to jointly formulate and implement a rail service recovery strategy. After the initial reports have been made to the OCC, and implementation of the recovery strategy is underway, it is important to provide frequent updates to the ace including estimates of when certain critical work will be completed, when resources will be in place, as well as oilier information that the OCC needs to efficiently coordinate the situation. The OCC has the responsibility to update the management and supervision on tl:te scene with the status of progress that has been made obtaining personnel, equipment, materials, contractors, substitute bus service, and other resources that may be required to restore rail service (or substitute bus service) on the line. It is also essential that individual departrucnt heads, managers, supervisors and other personnel who are responding witl:t personnel and equipment keep the ace updated with tl:teir progress and provide an estimated time of arrival at the scene or at the place to which they were requested to respond. All responding MBTA personnel will respond to the MBT A "Incident Commander." This is typically a transit official that has been trained in emergency management. He/she will coordinate and delegate all efforts for investigations, support, and recovery

77 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES Recovery strategies must include both the critical first actions that must be taken immediately, as well as longer-term actions that must be taken to properly respond to the later stages of the situation. An important part of the process is getting accurate and timely information to those who will disseminate the information to the public. As practicable, status or progress reports will be made by the Green Line dispatchers or supervisors via the P A and VMS systems directly to passengers on trains and at station platforms, ifpossible. Other information will be communicated through the META's official public information contact for dissemination to the news media and the public. Information must also be passed to those managers, supervisors and operators in the field who are coordinating the train service and/or the alternate means of transportation so that the plan being implemented matches what the public has been advised to expect and prepare for. Accurate and timely information, frequently updated, is important to everyone connected with a service disruption Accident/Incident Investigation Requirements Certain types of accidents and incidents as well as accidents meeting certain thresholds for death, injury, equipment and property damage are subject to investigation by Federal and/or state agencies. In some cases immediate notification of the agency is required. All other accidents are subject to an investigation by local emergency res.ponse agencies as well as by MBTA Subway management, supervisory and safety personnel. Some agencies, such as the National Transportation Safety Board (NTSB), require that, under certain defined conditions, the accident site and equipment involved must be left undisturbed until representatives from the agency can arrive to begin their investigation or until the agency releases the site for recovery and/or restoration activities. The time required to conduct the on-site investigation can, under some circumstances, exceed the amount of time required to clear the site and restore operations. In some cases, PTA-mandated post-accident drug and alcohol testing of employees are required and must be conducted under prescribed conditions within a specific amount of time after the accident/incident. Each of the above requirements calls for additional time and can affect the length of time that will be needed to restore train operations to normal schedules at a site. These requirements must be carefully evaluated and considered when planning and coordinating repair work, and also when estimates of the time that normal service will be restored arc being prepared and disseminated Coordination of Resources The supervisors and dispatchers at the OCC are responsible for working with other department managers and supervisors to ensure the proper coordination of the repair effort and the most effective use ofthe MBTA's resources following a service interruption

78 SECTION 7.0- SERVICE INTERRUPTIONS AND EMERGENCIES Regulatory Reporting Requirements In addition to the immediate notification requirements described in Section above, written reports of accidents and incidents that meet specific thresholds arc required. These reports are prepared and submitted by the MBTA Safety Department to the DPU within the prescribed period after the date ofthe accident or incident Lessons Learned/Continuous Improvement When experience handling emergencies and service interruptions identifies improvements that could be made in the SOPs or other official documents for use during future incidents, the proposed changes arc submitted to the Instruction Department for evaluation in accordance with the procedures contained in the SSPP. f-_-_ 1-_-: i--: i ~ I' 1: I '

79 MBTA Green Line Operations and Maintenance Plan SECTION 8.0- MBTA GREEN LINE STAFFING PLAN 8.0 MBTA GREEN LINE STAFFING PLAN This section desc1ibes the full-time equivalent staffing levels needed to operate and maintain the MBT A Green Line at the present time, as well as those levels of additional personnel that are estimated to be required when Green Line Extension begins revenue service in Fiscal Year Table M is limited to Green Line Operations and direct support for Green Line Operations. Table M- MBTA Green Line Staffing Levels by Department and Position

80 SECTION 8.0- MBTA GREEN LINE STAFFING PLAN ī l

81 SECTION 8.0- MBTA GREEN LINE STAFFING PLAN '- i

82 MBTA Light Rail Transit System Operations and Maintenance Plan SECTION 8.0- MBTA GREEN LINE STAFFING PLAN

83 MBTA Light Rail TransitSystem Operations and Maintenance Plan SECTION 8.0- MBTA GREEN LINE STAFFING PLAN " '=.:t -: dw ~ "": ~ ~ <'~!'1~ "<' 12 "~ - 'fy ~ ~ ~ "''" ~~ - ~» ~' " ~ p """ ~ "" "" w~ '"'I:M ',~ 1 " - ' ', ' "~ ", -~ -:.. 7:~ _ i &:rjq...,::; -'~:re,~n DJRe F4SCar> '.A'ddetl fouj!ir~'eh,lilij!e'~~teh,sion~ ~ ~ "' ~ PepartmJ)nt( llos 1 ~ 0 l' ~,., ". :. rmcar ~o~t~ ;'.. Fiscnt:):[ear'2otli* ~. ~ :. "' oc-'"=~x ''' '"" '' ~ ~"'"~ ) " Director ofpower & Transit Facilities.25 Supt Admin & Finance ~25 Executive Assistant ~25 Technical Librarian ~25 Energy Conservation Monitor ~25 Utility Analyst ~25 Supervisor - - Station Support System. ~25 I Manager - Station Support System ~25 Engineer ~25 System Repairer ~75 Maintenance Clerk ~25 Clerk IV ~25 Division Clerk ~25 Roofer Foreperson ~25 Sheet Metal F oreperson ~25 Mason Foreperson ~25 Carpenter Foreperson I Gen -RTL Road Foreperson ~25 Painter Foreperson.25 Laborer F oreperson 1.5 Sub Sheet Metal Foreperson ~5 Sub Painter Foreperson ~75 Carpenter 2 Cement.Finisher ~75 Building Laborer 4~25 Mason ~5 Sheet Metal Worker 2 Painter 2.5 Roofer ~75 Sr. Director Infrastructure & Engineering ~25 Building Division Engineer ~25 Supt. Building & Station Maintenance ~25 Administrative Assistant ~25 Supt Elcc & Mech Maintenance ~25 Supervisor- Building & Station Maintenance I Mgr Environmental Services ~25 Machinist F oreperson ~25 Asst. Machinist Foreperson ~75 Plumber Foreperson ~25 Pipefitter Foreperson ~25 Sub Pipefitter Foreperson ~25 Asbestos Worker.5 Pipefitter 3~5 1 Engineer ~75 Machinist 3~5 l Asst Supervisor ofmechanical Maintenance ~25 Enviromnental Coordinator ~25 Plumber 2 I 01,

84 SECTION 8.0- MBTA GREEN LINE STAFFING PLAN ~, D ' t p.. ::_ ', 1 G:(~en m;,e Eis~al Added fq~-g'ree~ Lin~ ~x~~~slon:~, ep~r 1 men 1 OSI wn -, " , E", l", '016* " "' _ ~ -~ 'Lear ~-~ 1sca T.ear ~ _ ~ "' * - Ifthere is no number in the Added for Green Line Extension Fiscal Year 2016 COlumn, assume no increase !

85 SECTION 9.0- STAFF SUPPORT FUNCTIONS 9.0 STAFF SUPPORT FUNCTIONS As it does for other MBTA modes of service, META's general staff will provide staff functions in support ofthe MBT A Green Line operations and maintenance departments. 9.1 Administrative & Technical Support Some of the administrative functions provided agency-wide by MBTA staff to support the MBTA Light Rail System include: Automated Fare Collection Construction Management and Safety Contract Administration Diversity and Economic Opportunity Finance and Accmmting 0 Human Resources Information Technology Systems Legal Marketing Payroll and Benefits Program Management Purchasing Risk Management Third Party Administration Each of these support categories will not require additional personnel to support the Green Line Extension. 9.2 Contracted Technical Support Iu addition to the administrative and technical services provided by its own staff; MBTA also contracts with consulting engineering firms and other specialized service providers for various activities including: Construction Management Project Plarming and Engineering Project Management Assistance Systems Design Vehicle Design Other functions beyond the staff or technical capabilities ofthe agency

86 SECTION LIGHT RAIL SCHEMA TICS 10.0 LIGHT RAIL SCHEMATICS Schematic #I shows the route, tracks, stations and inter!ockings for Existing Green Line operations. Schematic #2 shows the existing layout for the Mattapan High Speed Line. Schematic #3 focuses on the Green Line Extension. Schematic #4 focuses on the Sectionalization ofpower on the Light Rail System

87 Provision < l See Match Line J....co q q ~ S 1$?.& J... if ~,.::r i[j. ' 0/t 0 /!? ~ ~ : t;-i!f!$" 012 I If ~ :;;t Iff <If "' ~.s:' :: ty ~ t/'1;',-(: 0 ~.;:!-. ~ ~ },gt (/:' l-.:«i!f <> ;;::: <; 0??/ "".:f,:>; r j... ' '" 1:< ', ~ Iii.'\'{" Q!?? ~ tj! (j0 --<_" ~0 F' 0" ~ 0 ~ NoteA -' ID c c! ()0 q!!."cf ' -!,II& ::J,, '.,,ll'' B m ::; \ \,., 'r "',... - T "' s 'if ~ ">"' 0 «- t; l,# 8 CommAve I ~ r-.-, C Beacon b II I ;:.0!:, J ~~~,? If "' "' 0 8 ~~ ~.,"'if< & lvtus~u,:;-"at * Qj ~~0 "' 0 LoiVG,,_'!vt o~~lfv~,qj. vood -'~!?t"s e Bf?tGJ.t"'fvt Ctf?cl~ 1 'Note C l Q; No Stg 1 0 ~ -" ~~ " ~ "' ~ ~ -, b "'CJ... NOTES f;j q ~ "(,' :s g "' 'i? <f s A~,5:' -" 8., Ramp to abd Public Garden incline >..!t.,.. f 0~ f 14 f'f' 1 C.~ Unused ramp to Tremont St suoway ~ ::; B M '' t ~ & '##!!JiJ...,{/0 for never~built Post Office Sq Subway Tu nnel between Haymarketand Govt Center felocated ( : / \ : \/ : : / \ : : \ / : / \ See Match Line during construction of City Hall in 1 960s. I I I I I D.Riverside if/) ~ Not to Scale

88 ~---~- --'< ~ ' w Valley Central Cedar Butler ----~~ ~ ' Milton Ashmont Rd Ave Grove 1\\ Xing ' ' ~ ' ' ' \ Abandoned To.Red Line '. NYNH&H RR to Neponset Not to Scale

89 c ::l 6" ::l rn..0 c: Ill (jj =i G,~ "/]&. _9(1_.,..,.. i.o *eq&ill "et. 'ji s,.q ' l I '. e I &. l((t"" C'oq, ".9e"' vel} ve

90 --- 1,- ' I I I (*Pl(~;o~se Not.e: QllEE!'J_J,IN.E_ J'Q.F.J<;R.,;}EGTIQN..MAI' I I S0>L<h!h'l,<'»g'-"'' """'" s II t la I ~ ] I i II. De\.ail:.J.Bh: >L:il :le Yard)....._,... /? At",_u., / ""'-! "''"'-'" ~~ ' \ '"'"~"'' "'"'" '. "., """'""'"'"'"'' ;o Delail: (Reservoir Yard) ~"" "'"'''' B 8 ~ MATTAPAN ~ ---:B ~ ""' "''~ /:"'''"'"""'' HIGH--SPEED 0!JiJJ 0 ~ ~ ~ LINE E"' 0 I i (''~ffi ~ e~ jr:;t \ W ~ ~;; '._,j ~ t I ~... -.,... "';~..,...,, r;l l"! E"J I'B- 0 p, L'J! I - '