METRO HOUSTON LIGHT RAIL TRANSIT ITS GROUP CONFERENCE November 19, 2013 P RESENTED BY: PATRICK B ROUARD D IRECTOR R AIL START-UP, SYSTEMS & PROGRAM I NTEGRATION
METRO: History and Communities 1973, Texas State Legislature authorized creation of local transit authorities 1978, Houston-area voters created METRO and approved one-cent sales tax to support operations 1979, METRO opened for business Communities include cities of: Houston, Bellaire, Bunker Hill Village, El Lago, Hedwig Village, Hilshire Village, Humble, Hunters Creek, Katy, Missouri City, Piney Point, Southside Place, Spring Valley, Taylor Lake Village, West University Place and major portions of unincorporated Harris County 2
METRO Over 3,500 employees 10 Operations & Support Facilities 1,230 Buses 443 transit diesel-hybrid buses in operation 7.5-mile light rail service 18 vehicles and 16 rail stations Salt Lake City, Utah Piggy Back Contract 19 additional Siemens S-70 Ultra Short vehicles METROLift HOV Lanes 29 Park & Ride Lots 20 Transit Centers 3
METRO Service Area 1,285 square miles Ridership FY2011 Local Bus 58,837,094 Park & Ride 7,438,395 METRORail 10,676,793 4
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METRO: CAPITAL PROGRAMS 6
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Federal Commitment North Line - $450 M 60% Federal participation Southeast Line - $450 M 55% Federal participation Full Funding Grant Agreement signed on November 28, 2011 8
MRE: NORTH (RED) LINE 9
MRE: NORTH (RED) LINE 10
MRE: NORTH (RED) LINE 11
MRE: North (RED) Line 5.28 mile double track 8 stations Opening day fleet of 14 LRT vehicles Begins at the end of existing Red Line-University of Houston Station and ends at Northline Station near Northline Mall / Houston Community College Budget of $756M Construction completion date of October 24, 2013 Operational by December 21, 2013 12
Train Control System Integrated with City of Houston (COH) Traffic Controller Communications System for Light Rail Train System Operation Control Center (OCC) Primary OCC Transtar Backup OCC Rail Operations Center (ROC) 13
NORTH (RED) LINE 14
Segment 1A Northline Signal House 15
Siemens Axel Counter ACM 100 16
Segment 1A Deerfield Traffic Cabinets 17
Northline Interlocking Signal 18
Northline Interlocking 19
Northline Interlocking Active 20
Northline Interlocking Protection 21
MRE: EAST END (GREEN) LINE 22
East End (GREEN) Line Progress 3.34 miles of double track 6 stations Opening day fleet of 10 LRT vehicles Extends east from the Southeast (Purple) Line in the east downtown area and ends at 70 th Street and Magnolia Transit Center Budget of $557M Construction Completion date of July 2014 Operational Fall 2014 23
EAST END (GREEN) LINE 24
MRE: SOUTHEAST (PURPLE) LINE 25
Southeast (PURPLE) Line Progress 6.56 miles of double track 10 stations Opening day fleet of 15 LRT vehicles Operate in a semi-exclusive right-of-way from Downtown Houston and end along Griggs Road at Beekman Budget $823M Construction completion date of July 2014 Operational Fall 2014 26
SOUTHEAST (PURPLE) LINE 27
Communications System The Cable Transmission System is an IP-based network that provides the Ethernet backbone for all field devices to communicate with the Operation Control Centers (OCC). Master Clock Subsystem. The Master Clock Subsystem provides accurate time to all systems that require it. Wireless Network Subsystem. The Wireless Network Subsystem provides a secure means for retrieving live surveillance video feeds from moving trains. Telephone Subsystem. The Telephone Subsystem provides for Station Emergency Telephones, Service Telephones, and the Control Center switching and support equipment required for system operation. 28
Communications System IP Video Subsystem. The IP Video (IPV) subsystem provides for video surveillance of passenger stations, distributed recording of this video, and the centralized viewing, retrieval and management of these video streams. Network Management System. The Network Management System (NMS) provides for centralized management and alarm monitoring of Cable Transmission System components and other system components that support Simple Network Management Protocol (SNMP). Voice Logging Subsystem. The Voice Logging Subsystem (VLS) records all incoming and outgoing telephone calls at the Operations Control Center. 29
Communications System Supervisory Control and Data Acquisition Subsystem. The Supervisory Control and Data Acquisition Subsystem (SCADA) subsystem provides for the control and monitoring of Traction Power equipment by the Control Centers. The SCADA system also provides for the monitoring of equipment alarm and other points at the Control Centers. Public Address/Passenger Information Sign Subsystem. The Public Address/Passenger Information Sign Subsystem (PA/PIS) provides for automated train arrival announcements at Stations with concurrent arrival messages on Variable Message Signs. The system also provides for live, ad-hoc and scheduled announcements/displays from the Control Centers. Uninterruptible Power Subsystem. The Uninterruptible Power Subsystem (UPS) provides short-term backup of utility power at Stations. 30
Communication Interface Cabinets (CIC) 31
Communication Interface Cabinets (CIC) IPV 32
Communication Interface Cabinets (CIC) - VMS 33
Communication Interface Cabinets (CIC) - PAT 34
Supervisory Control & Data Acquisition Rail Management System based on ARINC's Advanced Information Management (AIM ) Rail Platform Customer Information System based on ARINC's Advanced Information Management (AIM ) CIS Platform PA/PIS SCADA System Monitoring and Control Rail Traffic Control Network Management System 35
Operation Control Center (OCC) - ROC 36
METRO Houston Light Rail Control System Display 37
Light Rail System Network Control System Display 38
METRO Houston Light Rail Control System Display 39
METRO Houston Light Rail Control System Display 40
Cable Transmission System CPT The Cable Transmission System will be constructed for high availability and fast fault recovery within the limits of the available dark fiber infrastructure. The Network will be organized as three distinct layers as follows: Core /Aggregation Layer. This layer will consist of the aggregation switches at the CHF facilities(s). All of the C&S locations will have redundant connections to these switches. Distribution/Backbone Layer. This layer will consist of the Backbone Switches located in the C&S nodes. These switches will have redundant 10-Gigabit uplinks to the Core Layer switches at the Operations Control Center (OCC) and Backup Operations Control Center (BUOCC). Access Layer. This layer will consist of the Access Switches located in the C&S nodes and CIC cabinets. Field devices will connect to these switches. Each Station s Access Layer switches will have uplinks to two Backbone switches. Office Switches will be provided at the two Control Center locations for the connection of Dispatcher workstations. Office Switches are also considered Access Layer devices. 41
Cable Transmission System The Cable Transmission System will be configured in a Ring Architecture. Each of the four Corridors will be a separate ring with one end terminating at the CHF/OCC at the Transtar facility and the other end terminating at the Backup OCC at the Rail Operations Center (ROC). The ring will be closed by connecting the two Control Center locations with a shared dual 10 Gigabit Ethernet Carrier Packet Transmission (CPT) Connection. 42
Cable Transmission System Virtual Local Area Networks (VLANs) will be employed to segregate traffic from different services. VLANs are logical groupings of ports on the Access Layer switches. In general, devices on one VLAN cannot communicate with devices on another VLAN without going through a L3 device such as a router or multilayer switch. VLAN segmentation provides broadcast isolation, policy implementation, and fault isolation in addition to the broader goal of isolating one service s traffic from another. Encryption (2960s) will be applied to the network rail traffic 43
Conclusion All of these system elements need a comprehensive detailed design that is reviewed by subject matter experts. The light rail design team included personnel from City of Houston, TxDOT, Transtar, vendors and METRO. A detailed schedule & testing and commissioning plan must be developed and executed in order to assure the safety certification process and timeliness of the project. A detailed integration plan must be developed to ensure the complete safe integration of all systems elements functionality with each other. 44
Conclusion Dedicated testing, commissioning and integration teams must work together throughout the duration of the delivery of the project. QUESTIONS 45