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NJ TRANSIT

POSITIVE TRAIN CONTROL IMPLEMENTATION PLAN

DATE

9 AUGUST 2010

VERSION 2.0

SUBMITTED IN FULFILLMENT OF 49 CFR PART 236, SUBPART I, § 236.1011


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April 16, 2010

Ms. Jo Strang
Associate Administrator for Railroad Safety/Chief Safety Officer
Office of Railroad Safety
Federal Railroad Administration
Mail Stop 25
1200 New Jersey Avenue, SE
Washington, DC 20590

Subject: NJ TRANSIT Filing of Positive Train Control Implementation Plan

Dear Ms. Strang:

NJ TRANSIT is pleased to submit this Positive Train Control (PTC) Implementation Plan
and accompanying Notice of Product Intent in accordance with 49 CFR 236.1009 and all
the requirements of the PTC Final Rule.

NJ TRANSIT is committed to, and looks forward to working with, the Federal Railroad
Administration to achieve the milestones and goals for our PTC Program.

Sincerely,

William B. Duggan

Vice President and General Manager

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Date Revision Description Author
1 March 2010 Original First Draft P. Stangas et.al.
15 April 2010 Revision 1 Official Submission P. Stangas et.al.
9 August 2010 Revision 2 Revised per FRA P. Stangas et.al.
Provisional
Approval dated 9
July 2010

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1 Table of Contents
1. INTRODUCTION ....................................................................................................................... 9
1.1. GENERAL ...................................................................................................................................... 9
1.2. OVERVIEW.................................................................................................................................... 9
1.2.1. ORGANIZATIONAL RELATIONSHIPS ....................................................................................... 9
1.2.2. NJ TRANSIT PTC PROGRAM............................................................................................. 11
1.3. REQUEST FOR AMENDMENT OF A PTCIP ............................................................................... 12
1.4. GOALS AND OBJECTIVES ........................................................................................................... 12
1.4.1. PERFORMANCE ..................................................................................................................... 12
1.4.2. QUALITY................................................................................................................................ 13
1.4.3. TECHNICAL............................................................................................................................ 13
1.4.4. COVERAGE............................................................................................................................. 13
1.5. SUCCESS CRITERIA .................................................................................................................... 14
1.6. APPLICABILITY ......................................................................................................................... 15
1.7. DOCUMENT OVERVIEW ............................................................................................................ 16
1.8. ACRONYMS AND DEFINITIONS ................................................................................................. 17
2. APPLICABLE DOCUMENTS .................................................................................................... 18
2.1 DOCUMENTS AND OTHER SOURCES ........................................................................................ 18
3. TECHNOLOGY [§236.1011(A)(1)] .................................................................................. 19
3.1 General.................................................................................................................................... 19
3.1.1 Amtrak ASCES II/CSS and NJ TRANSIT ASES II – Functionality and
Interoperability............................................................................................................................................. 20
3.1.2 V-ETMS and ASES II Interoperability ............................................................................... 23
3.2 ASES II DESCRIPTION ............................................................................................................. 24
3.2.1 SES DESCRIPTION ......................................................................................................................... 24
3.2.2 CSS DESCRIPTION ......................................................................................................................... 26
3.3 V-ETMS DESCRIPTION............................................................................................................ 26
3.3.1 WAYSIDE ......................................................................................................................................... 27
3.3.2 ONBOARD ........................................................................................................................................ 27
3.3.3 OFFICE ............................................................................................................................................. 28
3.4 FRA INTERFACE AND DOCUMENTATION ................................................................................ 28
4. COMPLIANCE [§236.1011(A)(2)] ................................................................................... 29
4.1 PTC SYSTEM CERTIFICATION.................................................................................................. 29
4.2 METHODOLOGY ........................................................................................................................ 32
4.3 CERTIFICATION REPORT .......................................................................................................... 32
4.4 PTCDP COMPLIANCE............................................................................................................... 32
5 INTEROPERABILITY [§236.1011(A)(3)]......................................................................... 33
5.1 DRAFT RAILROAD INTEROPERABILITY AGREEMENT ............................................................ 35
5.1.1 Practical Interoperability Issues ........................................................................................ 39
5.2 EXISTING MEMORANDA AND LETTERS OF UNDERSTANDING ............................................... 42
5.3 TECHNOLOGY APPLICABLE TO INTEROPERABILITY .............................................................. 42
5.4 OBSTACLES TO INTEROPERABILITY ....................................................................................... 42
5.5 LOCATIONS IDENTIFIED IN INTEROPERABILITY AGREEMENTS............................................. 43
5.6 INTEROPERABLE TRACK SEGMENTS ....................................................................................... 43

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5.7 TIMELINE FOR V-ETMS INTEROPERABILITY......................................................................... 49
6. INSTALLATION RISK ANALYSIS [§236.1011(A)(4)] ....................................................... 51
6.1 INTRODUCTION ......................................................................................................................... 51
6.2 PTC IMPLEMENTATION BY LINE ............................................................................................. 51
6.2.1 LINE SEGMENTS ............................................................................................................................. 53
6.3 RISK FACTORS .......................................................................................................................... 53
6.4 DATA GATHERING .................................................................................................................... 55
6.5 RAIL NETWORK ........................................................................................................................ 57
6.5.1 ATLANTIC CITY LINE..................................................................................................................... 58
6.5.2 BERGEN COUNTY LINE ................................................................................................................. 58
6.5.3 GLADSTONE LINE .......................................................................................................................... 58
6.5.4 HUDSON LINE ................................................................................................................................. 58
6.5.5 MAIN LINE ...................................................................................................................................... 59
6.5.6 MONTCLAIR LINE .......................................................................................................................... 59
6.5.7 MORRISTOWN LINE....................................................................................................................... 59
6.5.8 MORRISVILLE LINE........................................................................................................................ 60
6.5.9 NORTH JERSEY COAST LINE......................................................................................................... 60
6.5.10 PASCACK VALLEY LINE ................................................................................................................. 60
6.5.11 PRINCETON LINE ........................................................................................................................... 60
6.5.12 RARITAN VALLEY LINE ................................................................................................................. 61
6.6 PTC INSTALLATION PRIORITY ................................................................................................ 63
6.7 PTC INSTALLATION SEQUENCE ............................................................................................... 64
7. DEPLOYMENT SEQUENCE & SCHEDULE [§236.1011(A)(5)] .......................................... 65
7.1 ROUTE CHARACTERISTICS ....................................................................................................... 66
7.1.1 Traffic............................................................................................................................................. 66
7.1.2 Operations ................................................................................................................................... 67
7.1.3 Attributes ..................................................................................................................................... 67
7.2 DEPLOYMENT PLAN ................................................................................................................. 67
7.2.1 PROGRESSIVE IMPLEMENTATION AND DEPLOYMENT OF ON-BOARD SYSTEMS ................ 70
7.3 PTC Design ............................................................................................................................. 72
7.3.2 WAYSIDE SURVEY AND MAPPING ............................................................................................... 73
7.3.3 PTC RADIO AND COMMUNICATIONS DESIGN ........................................................................... 73
7.3.4 PROCUREMENT .............................................................................................................................. 73
7.3.5 CONSTRUCTION .............................................................................................................................. 73
7.3.6 SYSTEM INTEGRATION .................................................................................................................. 76
7.3.7 SAFETY CERTIFICATION ............................................................................................................... 76
7.3.8 RULES AND TRAINING................................................................................................................... 76
7.3.9 MAINTENANCE ............................................................................................................................... 77
7.3.10 DOCUMENTATION AND FOLLOW-UP.......................................................................................... 77
8. ROLLING STOCK [§236.1011(A)(6)] .............................................................................. 78
8.1 ROLLING STOCK TO BE EQUIPPED [§ 236.1011(A)(6)(I)]............................................... 78
8.2 SCHEDULE [§ 236.1011(A)(6)(II)] ..................................................................................... 79
8.3 TENANT RAILROADS [§ 236.1011(A)(6)(III)(A) AND (B)] ............................................. 80
8.3.1 TENANT RAILROAD ROLLING STOCK ......................................................................................... 81
8.4 VEHICLE-BORNE EQUIPMENT INSTALLATION ........................................................................ 82
9. WAYSIDE DEVICES [§236.1011(A)(7)] .......................................................................... 83
9.1 ASES II WAYSIDE SYSTEMS .................................................................................................... 84
9.2 PTC COMMUNICATIONS SYSTEMS .......................................................................................... 86

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9.3 PTC INSTALLATION - WITH NJT AS TENANT ON A LINE ....................................................... 87
9.4 V-ETMS BCP ........................................................................................................................... 88
9.5 PTC SYSTEM INSTALLATION ................................................................................................... 89
9.6 ANCILLARY MODIFICATIONS TO EXISTING NJT INFRASTRUCTURE...................................... 90
10. TRACK DESIGNATION – MAINLINE OR NON-MAINLINE [§236.1011(A)(8)] ............. 93
10.1 NJ TRANSIT LINES ................................................................................................................. 94
10.1.1 ATLANTIC CITY LINE..................................................................................................................... 94
10.1.2 BERGEN COUNTY LINE ................................................................................................................. 95
10.1.3 GLADSTONE LINE .......................................................................................................................... 96
10.1.4 HUDSON LINE ................................................................................................................................. 97
10.1.5 MAIN LINE ...................................................................................................................................... 98
10.1.6 MILLSTONE RUNNING TRACK ..................................................................................................... 99
10.1.7 MONTCLAIR LINE (INCLUDES FORMER BOONTON LINE) ....................................................... 99
10.1.8 MORRISTOWN LINE.................................................................................................................... 100
10.1.9 MORRISVILLE LINE..................................................................................................................... 102
10.1.10 NORTH JERSEY COAST LINE ................................................................................................. 103
10.1.11 PASCACK VALLEY LINE ......................................................................................................... 104
10.1.12 PRINCETON LINE ................................................................................................................... 105
10.1.13 RARITAN VALLEY LINE ......................................................................................................... 106
10.1.14 RIVER LINE ............................................................................................................................. 109
10.1.15 SPORTS LINE........................................................................................................................... 111
10.2 MAIN LINE TRACK EXCLUSION ADDENDUM ......................................................................... 111
11. EXCEPTIONS TO RISK BASED PRIORITIZATION [§236.1011(A)(9)] ....................... 113
11.1 GENERAL ................................................................................................................................. 113
11.2 VEHICLE AVAILABILITY.......................................................................................................... 113
11.3 CREW MANAGEMENT ............................................................................................................. 114
11.4 PRODUCTIVITY AND ALLOCATION OF RESOURCES .............................................................. 114
12. STRATEGY FOR FULL DEPLOYMENT [§236.1011(B)] ............................................... 116
13. MAIN LINE TRACK EXCLUSION ADDENDUM [§236.1019] ........................................ 117
13.1 MTEA NO. 1. MORRISTOWN LINE ....................................................................................... 117
13.2 MTEA No. 2. ATLANTIC CITY LINE ..................................................................................... 122
13.3 MTEA No. 3. GLADSTONE LINE .......................................................................................... 124
13.4 MTEA No. 4. MILLSTONE RUNNING TRACK ...................................................................... 126
13.5 MTEA No. 5. MORRISTOWN LINE ...................................................................................... 128
13.6 MTEA No. 6. NORTH JERSEY COAST LINE ......................................................................... 130
13.7 MTEA No. 7. PRINCETON LINE........................................................................................... 132
14. APPENDICES ................................................................................................................... 135
14.1. APPENDIX A: ACRONYMS AND DEFINITIONS............................................................. 135
14.1.1. ACRONYMS ............................................................................................................. 135
14.1.1.1. NJ TRANSIT SPECIFIC ACRONYMS ...................................................................... 137
14.1.2. DEFINITIONS .......................................................................................................... 138
15. APPENDIX – RESPONSES TO FRA PTCIP PROVISIONAL APPROVAL CONDITIONS ..... 140

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LIST OF FIGURES

Figure 1-1 NJ TRANSIT PTC Project Organization ............................................................... 10


Figure 1-2 NJ TRANSIT Commuter Rail Lines ...................................................................... 14
Figure 1-3 FRA PTC Rule Cross Reference to NJT PTCIP .................................................... 16
Figure 3-1 PTC and V-ETMS Schematic .................................................................................. 20
Figure 3-2 V-ETMS PTC Architecture ..................................................................................... 27
Figure 4-1 NJ TRANSIT PTC Implementation & Certification Process .............................. 31
Figure 5-1 NJ TRANSIT - Tenant Agreement Status ............................................................. 34
Figure 5-2 NJ TRANSIT Host-Tenant Interoperability By Line ........................................... 43
Figure 5-3 Atlantic City Line ..................................................................................................... 43
Figure 5-4Bergen County Line .................................................................................................. 44
Figure 5-5 Gladstone Line ......................................................................................................... 44
Figure 5-6 Main Line .................................................................................................................. 45
Figure 5-7 Montclair Line .......................................................................................................... 45
Figure 5-8 Morristown Line ...................................................................................................... 46
Figure 5-9 Morrisville Line ........................................................................................................ 47
Figure 5-10 North Jersey Coast Line ........................................................................................ 47
Figure 5-11 Pascack Valley Line ............................................................................................... 48
Figure 5-12 Raritan Valley Line ................................................................................................ 48
Figure 6-1 Risk Ranking By Line .............................................................................................. 52
Figure 6-2 Risk Factors & Relative Importance ...................................................................... 53
Figure 6-3 Summary of Risk Assessment Data ...................................................................... 62
Figure 6-4 Risk Assessment Ranking and Factors ................................................................. 63
Figure 7-1 NJ TRANSIT PTC Deployment Sequence and Schedule ................................... 69
Figure 8-1 On-Board Equipment Installation Schematic ...................................................... 83
Figure 9-1 NJ TRANSIT PTC System Schematic .................................................................... 84
Figure 9-2 PTC System Office Schematic ................................................................................ 87
Figure 9-3 PTC System Wayside Schematic............................................................................ 89
Figure 9-4 Quantity Count of Wayside Components ............................................................ 90
Figure 9-5 "BEACH" Interlocking - Atlantic City Line .......................................................... 92
Figure 10-1 NJ TRANSIT LINES - Summary .......................................................................... 93
Figure 13-1 MTEA No. 1 Morristown Line Diagram 1A .................................................... 119
Figure 13-2 MTEA No. 1 Morristown Line Diagram 1B ..................................................... 120
Figure 13-3 MTEA No. 1 Morristown Line Diagram 1C ..................................................... 121
Figure 13-4 MTEA No. 2 Atlantic City Line Diagram 2 ...................................................... 123
Figure 13-5 MTEA No. 3 Gladstone Line Diagram 3........................................................... 125
Figure 13-6 MTEA No. 4 Millstone Running Track Diagram 4 ......................................... 127
Figure 13-7 MTEA No. 5 Morristown Line Diagram 5 ....................................................... 129
Figure 13-8 MTEA No. 6 North Jersey Coast Line Diagram 6 ........................................... 131
Figure 13-9 MTEA No. 7 Princeton Line Diagram 7 ............................................................ 134

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1. INTRODUCTION
1.1. GENERAL
NJ TRANSIT was created 1979 by an Act of New Jersey Legislature. In 1983NJ
TRANSIT created an operating subsidiary, NJ TRANSIT Rail Operations, Inc. to
operate commuter rail service on lines it acquired from Consolidated Rail
Corporation (Conrail). Currently, NJ TRANSIT operates 11 commuter rail lines,
serves 116 municipalities, via 996 route-miles, with a fleet of over 1200
locomotives, MU cars, and coaches.

Since that time and currently it also serves Penn Station New York, using
Amtrak’s Northeast Corridor and stores trains in Sunnyside Yard in Queens, NY.
Currently NJ TRANSIT also provides service between Amtrak’s 30th Street
Station in Philadelphia and Atlantic City, NJ via both the Northeast Corridor and
NJ TRANSIT’s Atlantic City Line. NJ TRANSIT also provides a segment of
Metro-North Railroad’s “West of Hudson” service.

All NJ TRANSIT’s commuter rail lines operate under the control of a cab signal
system. Similarly, NJ TRANSIT’s passenger service and its operation on
Amtrak’s Northeast corridor are controlled via a 100 Hz/250 Hz 9 aspect cab
signals (ATC). NJ TRANSIT’s ATC system functions seamlessly when passing
from or to Amtrak to NJ TRANSIT tracks. The remainder of NJ TRANSIT’s lines
are provided with a 100 Hz/4 aspect cab signal system.

1.2. OVERVIEW
As required by RSIA 2008 NJ TRANSIT has embarked on a program to
implement PTC in a manner that complies with 49 CFR Part 236, Subpart I. The
following plan explains this technology, where and how it is to be deployed, and
the sequential order of PTC deployment, how this technology provides the
statutory functionality and how it is achieved and maintained. Additionally NJ
TRANSIT’s PTC IP will establish mainline track segments, discuss the method of
operation, maximum authorized speeds for each, any MTEA or RFAs, the risk
prioritization methodology.

1.2.1. ORGANIZATIONAL RELATIONSHIPS


This section reflects NJ TRANSIT’s management and organizational
structure for its development and deployment of its PTC system. NJ
TRANSIT has adopted a “Project” approach as it has done with most
major undertakings, system improvements, including the new Trans-
Hudson Tunnel and Portal Bridge projects.

Therefore, the PTC program has been assigned to the Capital Planning
and Programs (CP&P) organization within the agency. This group has
responsibility for design, preparation of procurement documents,
engineering, oversight, project management (including budget and
schedule control) and funding of all NJ TRANSIT projects.

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The PTC Project has been assigned to the “New Starts Project” group
within the CP&P group, with a staff dedicated to the PTC Program. This
arrangement was created to assure sole responsibility for the entire
program for its duration, continuity of funding, project technical
oversight, system integration and internal and external coordination. NJ
TRANSIT’s Project Organization is illustrated in Figure 1-1 below:

PTC PROJECT ORGANIZATION


NJ TRANSIT
EXECUTIVE DIRECTOR

VICE PRESIDENT ASSISTANT EXECUTIVE


GENERAL MANAGER DIRECTOR CAPITAL
RAIL OPERATIONS PLANNING & PROGRAMS

DEPUTY GENERAL
CHIEF
MANAGER DEPUTY GENERAL CAPITAL PROGRAMMING SENIOR DIRECTOR
TRANSPORTATION MANAGER & ADMINISTRATION EQUIPMENT DESIGN
INFRASTRUCTURE
& ENGINEERING
ENGINEERING

DEPUTY GENERAL SENIOR DIRECTOR


MANAGER NEW STARTS PROJECTS
SAFETY & TRAINING

DIRECTOR
SENIOR PROGRAM
DEPUTY GENERAL DEPUTY GENERAL SYSTEMS ENGINEERING SENIOR PROGRAM
MANAGER
MANAGER MANAGER & DESIGN MANAGER
EQUIPMENT CONTRACT (PTC PROGRAMS)
ADMINISTRATION

Figure 1-1 NJ TRANSIT PTC Project Organization

The PTC technology will be applied to safely control all NJ TRANSIT


train and tenant commuter rail and freight movements on NJ TRANSIT
tracks. Additionally NJ TRANSIT is itself a tenant on Amtrak and a
segment of Conrail tracks. The CP&P staff is committed to serve NJ
TRANSIT Commuter Rail Operations in implementing the PTC program.

Therefore, participation by the NJ TRANSIT Commuter Organization is


essential. This is reflected by the fact that NJ TRANSIT’s PTC IP is
officially submitted by the Vice-President and General Manager of NJ
TRANSIT Rail Operations. All design, technology, engineering and
construction decisions associated with PTC implementation involve and
require participation and concurrence from appropriate departments
within the Rail Operations organization. These include:

 Infrastructure Engineering, Signal & Communications


 Equipment Engineering
 Transportation (Operations and Rules)
 Safety and Training
 Contract Administration (Interoperability)

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These departments encompass all aspects of NJ TRANSIT’s Commuter
Rail service that are impacted by the introduction of PTC. In fact these
groups have been engaged in the planning and development of program
since its inception. It is essential to program success that they participate
in implementation, operation, monitoring, and continuing maintenance of
the PTC system.

Interoperability is treated jointly but as two entities, one part is


technical/operational, and the second component involves contractual,
legal, and financial arrangement between the interoperable partners. The
technical and operational issues are addressed by the technical staff of the
host and tenant. Once those details are established, the contractual
impacts are then more clearly understood and can be addressed. Section 5
Interoperability provides more specific information.

1.2.2. NJ TRANSIT PTC PROGRAM


NJ TRANSIT’s PTC Program is arranged in 3 stages to achieve the 31
December 2015 deadline:

Stage 1) assignment of staff and creation an internal organization, stage 1


is complete and shown in the organization chart above.

Stage 2) acquisition of consultant services to assist with the PTC design,


engineering, prototype, demonstration, production, safety certification
and FRA documentation aspects of the program. This stage is complete
and consultant support for the program is now available to NJ TRANSIT

Stage 3) advertisement and award of a contract for procurement and


installation the PTC system in accordance with FRA and NJ TRANSIT
requirements. The Procurement documents have been prepared are
being reviewed and packaged for advertisement by NJ TRANSIT’s
Procurement Department in accordance with NJ TRANSIT public
bidding requirements.

The PTC system design, furnish and install Procurement Package is


described in other sections of this PTCIP and in the attached NPI in the
Appendices.

The implementation of the PTC system on NJ TRANSIT’s lines includes


preparation and submission of the Federally required documents by the
specified deadlines, including this PTCIP and NPI by 16 April 2010.
Subsequently NJ TRANSIT will submit a PTCDP nine months after the
PTCIP, and followed by the PTCSP and all other associated
documentation required by the FRA for system approval over the course
of the program.

NJ TRANSIT’s Procurement Program is structured to implement PTC in


three phases:

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I. Prototype Program
II. Demonstration/Pilot Program
III. Full System Build-Out

Phase I – Prototype requires the contractor to prepare a prototype version


of the functioning components effectively “proving” the design concept.
NJ TRANSIT must approve the results of this test prior to authorizing the
next phase.

Phase II- Demonstration requires the contractor develop the prototype


equipment for a field test. This will involve a field installation of the
wayside equipment, mounting the on-board equipment on two different
locomotives, and scaled down version of the NJ TRANSIT Rail
Operations Center (“office”) interface linked via an existing
communications network. This demonstration test is designed to prove
the functionality and reliability of the technology and components in a
“real world” application and document those results.

Once NJ TRANSIT verifies that the Phase II test fulfills FRA and NJ
TRANSIT requirements, authorization for full build-out will be given. At
that time a full production, installation and test program will commence,
in conjunction with associated training for maintainers, dispatchers,
engineers, vehicle technicians etc. Revisions to operating rules and
practices will be prepared. Specific equipment and protocols for
interoperability will implemented. Finally all necessary supporting
documentation will be assembled and forwarded to the FRA for review
and approval.

Section 7 Deployment Sequence and Schedule provides more detailed


information.

1.3. REQUEST FOR AMENDMENT OF A PTCIP


This provision is not applicable at this time. However, should an amendment be
requested in the future, NJ TRANSIT will file a Request For Amendment in
accordance with §236.1021.

1.4. GOALS AND OBJECTIVES


The goals of NJ TRANSIT’s PTC program are to enhance the safety of both
freight and passenger operations on NJ TRANSIT’s lines, achieve the benefits of
PTC on lines where NJ TRANSIT is the tenant and operate in accordance with
§236 Subpart I. Some key points are highlighted below and more detailed
explanations of performance, quality, and technical capabilities are contained
with the appropriate sections of this PTC IP.

1.4.1. PERFORMANCE
Fulfill PTC System Certification performance requirements in §236.1015.
The system is required to provide reliable and integrated system
functionality among the on-board equipment, wayside equipment, and

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control center operations. This system also has support interoperability
with freight tenant V-ETMS systems and safety for roadway workers. NJ
TRANSIT’s PTC technology achieves the goals of RSIA08 by preventing:

 Train-to-train collisions (positive stop at home signals)


 Overspeed derailments (civil speed enforcement)
 Incursion into work-zone limits
 Train movement across switches in wrong position

1.4.2. QUALITY
The system must ensure that the data is correct and accurate since much
of the data is safety critical. This requires exercising control over the
entire development process from design, manufacture, prototype testing,
demonstration testing, installation, cut-in, performance testing and
commissioning. This also requires close attention to software validation
and verification and configuration control along with subsequent
documentation, performance tracking and reporting. NJ TRANSIT’s
Positive Train Control System will attain product quality and reliability
goals as specified in the NPI Part I, paragraphs 1.07 and 1.09 in the
appendices.

1.4.3. TECHNICAL
Furnish a system in accordance with the design criteria specified in the
NPI Part II, paragraph 2.01. While the system is complex, the interfaces
between on-board, wayside and office technology must be reliable and
effectively function with the existing cab signaling system. The system
must also operate seamlessly with NJ TRANSIT’s fleet of electric and
diesel locomotives, cab cars and MU cars.,

1.4.4. COVERAGE
The completed PTC ASES II system will provide coverage on all of NJ
TRANSIT’s 11 commuter rail lines and 996 route-miles. The fleet of over
1200 locomotives, MU cars, and coaches will be operated under the
protection of the new PTC System. NJ TRANSIT will operate seamlessly
when operating on its own lines, and tenants will experience similar
functionality when operating on NJ TRANSIT’s line. NJ TRANSIT will
operate seamlessly when traversing Amtrak’s NEC and Conrail’s Lehigh
Line during the course of its normal passenger service. Metro-North
Railroad’s West of Hudson Service will also experience complete
interoperability with NJ TRANSIT’s PTC system (shown in Figure 1-X
below).

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Figure 1-2 NJ TRANSIT Commuter Rail Lines

The only exceptions to this comprehensive approach are described in the


Mainline Track Exceptions discussed in Section 13.

1.5. SUCCESS CRITERIA


The metrics used to determine the success of the deployment upon PTC
commissioning include the following qualitative measures:

 FRA approval of this PTC Implementation Plan without required


modification or re-submission.
 Implementation of design, procurement, and construction program
elements according to the schedule.
 Reliable assertion of all PTC functions.
 Achievement of safety goals including FRA safety certification upon
initial FRA review.
 Successful commissioning of PTC on segments at the earliest possible
dates consistent with meeting safety goals and minimal adverse impacts

NJTPTCIMPPLNFNLV14Page 14 of 162
to operations.
 Completion of PTC implementation prior to December 31, 2015.
 Completion of all employee operational and maintenance training in a
timeframe consistent with the commissioning program.
 Accurate documentation of the PTC system.
 Implementing PTC within the allotted budget estimate.

The success of the PTC implementation must be evaluated in terms of


improvement in the safety and control of train movements. Moreover, the
safety of the passengers and roadway workers is of the utmost importance as a
critical success factor while assuring the efficient handling of the very high
traffic volumes for this railroad.

Success criteria of PTC over time, post-commissioning includes:

 Maintaining safety goals.


 Limiting adverse impacts to service delivery to those modeled in the
planning and implementation phases.
 Limiting adverse impacts to the operating budget to those developed in
the planning and implementation phases.
 Achieving maintainability and system life-cycle goals.
 Availability of multiple suppliers for major system components and
subsystems.
 Availability of components and subsystem upgrades and modernization
consistent with part 236 requirements.

1.6. APPLICABILITY
PTC will be fully implemented on all NJ TRANSIT’s trackage as
described herein:

FRA PTC Final Rule – NJT PTCIP Cross Reference

FRA PTC Final Rule NJT PTCIP


Title
Reference (TBD) Cross-Reference

[§236.1011(a)(1)] PTC Functional Requirements Section 3


[§236.1011(a)(2)] Compliance Section 4
[§236.1011(a)(3)] Interoperability Section 5
[§236.1011(a)(3)(i)] Railroad Agreement Provisions Section 5.1
Relevant to Interoperability
[§236.1011(a)(3)(i)] Segment traffic characteristics Section 6
(train volume & PIH or TIH
shipments).

NJTPTCIMPPLNFNLV14Page 15 of 162
[§236.1011(a)(3)(ii)] Technologies Applicable to Section 5.2
Interoperability
[§236.1011(a)(3)(iii)] Obstacles to Interoperability Section 5.3
[§236.1011(a)(4)] Installation Risk Analysis Section 6
Deployment Sequence and
[§236.1011(a)(5)] Section 7
Schedule
Segment Operational
[§236.1011(a)(5)(ii)] Section 6 & 10
Characteristics
[§236.1011(a)(5)(iii)] Route Attributes
Section 10

[§236.1011(a)(6)] Rolling Stock Section 8


[§236.1011(a)(6)(i)] Rolling Stock to be Equipped Section 8.1
[§ 236.1011(a)(6)(ii)] Schedule Section 8.2
[§236.1011(a)(6)(iv)(A) Tenant Railroads Section 8.3
and (B)]
[§236.1011(a)(7)] Wayside Devices Section 9
[§236.1011(a)(8)] Designating Track as Main Line Section 10
or Non-Main Line
Exceptions to Risk-Based
[§ 236.1011(a)(9)] Section 11
Prioritization
[§236.1011(a)(10)] Scheduled dates for PTCDP
Section 7
and PTCSP delivery
Strategy for Full PTC
[§236.1011(b)] Section 12
Deployment
Main Line Track Exclusion
[§236.1019] Section 13
Addendum

Figure 1-3 FRA PTC Rule Cross Reference to NJT PTCIP

1.7. DOCUMENT OVERVIEW


This section provides an overview of the organization of the PTCIP, as required
by 49 U.S.C. § 20157 and § 236.1005.

Section 1: Describes the general objectives, applicability, and


scope of the document.

Section 2: Lists applicable documents that are referenced in this PTCIP.

Section 3: Describes the functional requirements that the proposed system


meets as required by § 236.1011(a)(1).

Section 4: Describes how the railroad intends to comply with §


236.1009(c) as required by § 236.1011(a)(2).

Section 5: Defines how the railroad provides for interoperability

NJTPTCIMPPLNFNLV14Page 16 of 162
between the NJ TRANSIT and all tenant railroads as required by §
236.1011(a)(3).

Section 6: Describes how the PTC system will be implemented to address


areas of greater risk to the public and railroad employees before areas of lesser
risk, by evaluating multiple risk factors, as required by § 236.1011(a)(4).

Section 7: Defines the sequence, schedule, and decision basis for the line
segments to be equipped, including the risk factors by line segment, as required
by § 236.1011(a)(5).

Section 8: Identifies the rolling stock that will be equipped with the PTC
technology, as required by § 236.1011(a)(6) and define a schedule for same.

Section 9: Identifies the number of wayside devices required for each line
segment and the schedule to complete the installations by December 31, 2015,
as required by § 236.1011(a)(7).

Section 10: Identifies which track segments the railroad designates as main
line and non-main line track, as required by § 236.1011(a)(8).

Section 11: Explains the railroad’s basis for determining that the risk-based
prioritization in Section 6 above is not practical as required by § 236.1011(a)(9)
and therefore plans to deploy PTC as described in Section 7.

Section 12: Strategy for Full PTC Deployment.

Section 13: Contains the MTEA as defined by § 236.1019.

Section 14: Includes the following Appendices:

Appendix A: Acronyms and Definitions


Appendix B: Lines Risk Assessment Report
Appendix C: Interoperability Correspondence

1.8. ACRONYMS AND DEFINITIONS


The list of all abbreviations, acronyms and definitions is in Section 14, Appendix
A.

NJTPTCIMPPLNFNLV14Page 17 of 162
2. APPLICABLE DOCUMENTS
This section provides a complete list of all the documents and other sources referenced in
this PTC Implementation Plan.

2.1 DOCUMENTS AND OTHER SOURCES


The following documents were used to prepare the PTCIP, are referenced
within the PTCIP or are contained within the Appendices attached to the
PTC IP:

49 CFR Part 236 Subpart I – Final Rule

NJ TRANSIT Notice of Product Intent (NPI) with appendices and


attachments

NJT Physical Characteristics TRO-7/TRO-8 2005 with updates

NJT PTC Risk Assessment Report dated 23 March 2010

NORAC Operating Rules, Ninth Edition

NT TRANSIT System Timetable No. 5, with Special Instructions, General


Order 501

NJT “Shape Files” Electronic version attached

NJTPTCIMPPLNFNLV14Page 18 of 162
3. TECHNOLOGY [§236.1011(A)(1)]
This section provides a minimal description of the PTC system technology being deployed
and references the concurrent submission of Notice of Product Intent that contains a
more detailed description.

3.1 General
NJ TRANSIT will be implementing a PTC system identical in function to
that provided by Amtrak on the Northeast Corridor (NEC), referred to by
Amtrak as the Advanced Civil Speed Enforcement System (ACSES II)
with cab signal system (CSS).
This PTC package is referred to by NJ TRANSIT as the Advanced Speed
Enforcement System, second generation (ASES II). It provides identical
features and functions and is fully compatible and interoperable with the
Amtrak ACSES II/CSS PTC. The existing CSS continues to provide safe
train separation and signal speed enforcement while the ASES II system
complements the CSS and provides the other required PTC functions. The
two systems (CSS and ASES II) are functionally independent, although
they do report status and transfer certain data between them. NJ
TRANSIT’s system is described in greater detail in the NPI attached to
this PTC IP.
In addition to implementing ASES II on all NJ TRANSIT passenger
mainlines requiring PTC, NJ TRANSIT will accommodate the Vital
Electronic Train Management System (V-ETMS) where freight operations
are allowed by others (tenant railroads) on NJ TRANSIT PTC equipped
mainline. The V-ETMS is referred to herein as a generic term for a system
that is fully compatible and interoperable with the vital ETMS types
systems being implemented by the major freight railroads in the US.
Interoperability with the freight-based V-ETMS PTC is achieved by
providing a V-ETMS data radio, communications links to the safety
server and back office server located at the NJ TRANSIT Rail Operations
Center (ROC) with a communications link to the freight operator back
office server.
All NJ TRANSIT locomotives, powered multiple unit cars, and control
cab equipped cars (all collectively referred to as simply “locomotive”)
will be equipped with ASES II onboard systems. The Rail Operations
Center will be the center of the ASES II and V-ETMS PTC systems,
providing the Dispatcher interface, the necessary servers, and interfaces
to the wayside systems.
These linkages are illustrated below, and is detailed in the attached
Notice of Product Intent (NPI), as prescribed within § 236.1013(e).
A general overview of the key components and their relationship is
provided in Figure 3-1 below.

NJTPTCIMPPLNFNLV14Page 19 of 162
Figure 3-1 PTC and V-ETMS Schematic

3.1.1 Amtrak ASCES II/CSS and NJ TRANSIT ASES II – Functionality and


Interoperability

Amtrak’s ACSES II and NJ TRANSIT’s ASES II both fulfill the


objectives of the FRA49 CFR 236 Subpart I PTC regulations.
Interoperability between the two systems is essential since NJ
TRANSIT uses Amtrak’s NEC for much of its service. While these

NJTPTCIMPPLNFNLV14Page 20 of 162
systems share common performance characteristics, on-board and
wayside components, there are some different features associated
with each, among them:
1) Cab Signal System (CSS) “Latch” attribute – this feature allows
NJ TRANSIT equipment to leave cab signal territory.
2) Speed Display Unit (SDU) – NJ TRANSIT has developed an
SDU for its ASES II system that provides a different display
than that provided by Amtrak’s ACSES II.
3) Speed Enforcement System (SES) –
a. The SES function is communicated to the on-board
computer via track mounted transponders. NJ
TRANSIT can use one transponder and programs it
with the appropriate data. Amtrak uses two
transponders to establish verify direction.
b. PRT – NJ TRANSIT’s ASES II accommodates a PRT for
use by roadway workers.
c. NJ TRANSIT’s ASES II does not require the engineer to
manually enter vehicle type whereas ACSES II does.
These differences propagate in to other sub-systems and
components discussed in further detail. However, none impacts
interoperability and nevertheless, provide the mandated PTC
capabilities.
NJ TRANSIT and Amtrak both currently operate via CSS;
however CSS plays a different part in the ASES II and ACSES II
systems. In ASES II CSS information is displayed on the SDU,
whereas ACSES II displays CSS information on a separate unit.
CSS On-board - The NJ TRANSIT ASES II CSS sub-system
provides for both conventional 4 aspect 100 Hz CSS and the
Amtrak 9 aspect 100 Hz plus 250 Hz functions. Both the on-board
and wayside components of the NJ TRANSIT CSS subsystem
provide identical functions as those provided by Amtrak’s CSS.
Additionally, NJ TRANSIT has provided for entry to non-cab
signal territory by means of a short 220 code (100 Hz) that will
“latch” the onboard systems to allow a speed in excess of 20 mph,
with the CSS again becoming active upon receipt of any valid
code, and this feature will remain with the ASES II CSS. This
feature will remain as a part of the ASES II PTC onboard system,
although it is not common to the Amtrak CSS system.
SES On-board -The ASES II SES sub-system provides for all
ACSES II onboard functions, except for vehicle specific functions
(such as tilt operation interfaces, used only by Amtrak) which are
not necessary for NJ TRANSIT. The ASES II SES provides for
allowing the use of a single wayside transponder to re-establish

NJTPTCIMPPLNFNLV14Page 21 of 162
vehicle location. NJ TRANSIT provides for a non-safety critical
interface (output only) from the SES subsystem to other onboard
sub-systems - providing for other onboard systems to respond
properly at a voltage phase gap is the only such feature identified.
This capability is available within the Amtrak ACSES transponder
messaging, but was not implemented by Amtrak. Therefore, the
use of a single transponder is identified as an NJ TRANSIT ASES
II modification to the Amtrak SES subsystem as used in ACSES II.
On-board User Interface - The NJ TRANSIT ASES II utilizes a
Speed Display Unit (SDU) that provides a well-thought out
human-machine interfaces (i.e. a “different look and feel”) than
the combined displays and interfaces in use by ACSES II, and also
offers enhanced used functions. Therefore, on-board user interface
is significantly different than the ACSES II user interface, but it
does provide all the ACSES II functions, and along with enhanced
NJ TRANSIT specific features, none of which is safety critical.
Among these NJ TRANSIT features - the SDU provides a numeric
keypad that allows simple maintenance functions and user entry
(for engineer’s use only when the train is not in motion). The “ring
of light” display of authorized speed, actual speed, and target
speed feature is unique to NJ TRANSIT. The “bar of light”
indicating distance to SES target is unique to NJ TRANSIT. The
text messages and indicators included within the SDU are also
unique to NJ TRANSIT.
Wayside Components - The NJ TRANSIT application of the SES
sub-system has provided for the use of a single transponder
where establishing the direction of travel is unnecessary, with the
transponder providing the sole function in such case as re-
establishing location due to wheel slippage and similar factors.
The Amtrak SES sub-system requires the use of no less than two
transponders in all instances, to establish direction at each
transponder installation. There are no other wayside system
differences between the Amtrak ACSES II/CSS and NJ TRANSIT
ASES II. Therefore, mounting of a single transponder where only
re-establishing location is required is identified as a difference
between the two systems.
Office Components - There are no differences identified between
the Amtrak ACSES II/CSS office functions and the NJ TRANSIT
ASES II office functions.
Data Radio Systems - There are no differences identified between
the Amtrak ACSES II/CSS data radio functions and the NJ
TRANSIT ASES II data radio functions. The initial data radio
systems design and testing as identified in the NJ TRANSIT PTC
NPI is identical to the present ACSES II. Amtrak has identified a
modification to these systems, requiring additional

NJTPTCIMPPLNFNLV14Page 22 of 162
communications management, along with a change in radios,
frequency use, and over-the-air protocols. NJ TRANSIT intends to
adopt the identical functions, protocols, management, and radio
systems as will be used in ACSES II as modified for 220 MHz
radio use. NJ TRANSIT will work with Amtrak and the FRA to
provide for this transition as such ACSES II changes occur in the
future.
Interoperability between ACSES II/CSS and ASES II
The ASES II onboard systems have no functional differences that
impact operations on ACSES II/CSS territory. The ASES II
onboard systems will function as intended without modification
on Amtrak ACSES II/CSS territory.
There is no Amtrak ACSES II/CSS onboard equipment that
operates on NJ TRANSIT ASES II territory. In the event that such
interoperability was necessary, the ASES II wayside design would
require a simple modification to require paired sets of
transponder installations.
ASES II Type Approval
NJ TRANSIT will seek a modified Type Approval as a part of the PTCDP
based upon the Amtrak Type Approval of ACSES II following the
procedures necessary for Part 236.1009(b)(2)(ii). There are no
safety critical functions that are identified as modified, and any
other variations and modifications will be identified. Appropriate
testing will be performed under FRA oversight, documented and
submitted for approval.

3.1.2 V-ETMS and ASES II Interoperability

NJ TRANSIT’s on-board equipment will process position,


directional and movement authority only via its ASES II On-Board
Computer and radio, and freight equipment will receive
movement authority via its V-ETMS radio.

NJ TRANSITS’s ASES II PTC system will provide full


interoperability with the Vital Electronic Train Management
System (V-ETMS) planned for use by the freight railroads. NJ
TRANSIT will require that all freight movements over its PTC
equipped lines be interoperable with its PTC system. NJ
TRANSIT’s approach fulfills PTC interoperability requirements by
providing dual equipped wayside interface units (WIU), radios
and antennas. This means that each WIU is furnished with two
data radios, one is the ASES II radio to communicate with NJ
TRANSIT trains, and the other is the V-ETMS radio to
communicate with freight equipment. This binary capability will

NJTPTCIMPPLNFNLV14Page 23 of 162
permit the movement of both NJ TRANSIT ASES II equipped and
freight V-ETMS equipped vehicles to traverse all NJ TRANSIT
PTC equipped routes.

Additionally, NJ TRANSIT’s Rail Operations Center (ROC)


currently and in the future will control and monitor all train
movements over its tracks. NJ TRANSIT’s PTC program will
equip the ROC to monitor and authorize freight movements via
the V-ETMS system. NJ TRANSIT’s PTC program includes an
additional V-ETMS element, the Back Office Server (BOS) that
stores freight database information, which will be installed at the
ROC. This BOS is linked to NJ TRANSIT’s ASES II safety server
which in turn communicates all necessary movement authority to
passenger and freight trains traversing NJ TRANSIT trackage.

The “interoperability” function will be developed and implemented in


stages to verify its design and performance. In Phase I the
interoperability characteristics will be defined and incorporated
into the design. During Phase II, the pilot demonstration program
will involve the installation of a wayside V-ETMS data radio to
confirm that it operates properly in a “field” environment. Lastly
the wayside equipment containing the V-ETMS radio and
modifications to the ROC will be installed on NJ TRANSIT’s right-
of-way and ROC, to permit testing and commissioning, which is
anticipated to occur early in 2014.

3.2 ASES II DESCRIPTION


The ASES II system incorporates both the continuous cab signal system
(CSS) and the speed and stop enforcement functions (referred to as the
Speed Enforcement System component, SES), including the transponder
and data radio sub-systems, as an overlay to the CSS. NJ TRANSIT’s
ASES II system enforces positive stop at home signals, and permanent
and temporary speed restrictions. The system uses data obtained from
passive track mounted transponders and via a data radio to impose
permanent and temporary speed limits. It responds to data acquired from
transponder and radio. It relies on the track profile and vehicle
performance characteristics so that the on-board system can calculate a
speed profile for both warning and enforcement. If the warning profile is
exceeded, the on-board system initiates a request for application of the
train brakes that will be released when the train speed conforms to the
train speed envelope for the specific circumstances.

3.2.1 SES DESCRIPTION


The SES is comprised of three functional elements described below.
More detail is provided later sections of the PTCIP and the NPI.

NJTPTCIMPPLNFNLV14Page 24 of 162
3.2.1.1 WAYSIDE
The wayside SES components will be installed and integrated
with the existing interlocking locations and communications
network. These wayside SES components include the Wayside
Interface Unit (WIU), data radio, and interfaces to the existing
signal logic and communications network, along with any
necessary supporting equipment (power supplies, etc). Additional
wayside components include passive track mounted apparatus
(transponders), and data radio antenna installations, with both
installed based upon site specific requirements determined during
system design. Some locations may also require the addition of a
cellular service gateway to provide for operation of the Personal
Remote Terminal for Roadway Worker Protection, as a
component of the SES sub-system.

3.2.1.2 ONBOARD
The onboard SES sub-systems include all components required for
the ASES II to function as a complete package, however, this
specifically excludes the CSS system logic, CSS pick-up coils, and
ancillary CSS only components. These SES on-board sub-systems
include the SES logic, the Speed Display Unit (SDU), acknowledge
buttons, decelerometer (if required for specific application), speed
sensors, transponder antenna, data radio and antenna, GPS
interface (to support time reference function only), and all
interfaces to other onboard systems.
The SES onboard components will include a Crash Hardened
Event Recorder (CHER) for any vehicles that are not currently
equipped with a suitable CHER.

3.2.1.3 OFFICE
The office SES sub-systems include all components necessary to
integrate dispatcher and field PTC functions, store critical and
non-critical data, provide maintenance and reporting functions,
and provide all interfaces to wayside systems. In addition, the SES
office systems will interface with the V-ETMS office functions,
providing a seamless transition where both ASES II and V-ETMS
are provided on a line.
These office sub-systems include: a) Safety Server; b) Interface
Server; c) Engineering Database System (integral with the safety
server or as a separate server); d) Maintenance and Reporting
Workstation(s); e) Dispatcher Interface.
The existing Dispatcher interface will be modified to provide a
seamless link to the safety server for all PTC functions directly
controlled or monitored by the Dispatcher.

NJTPTCIMPPLNFNLV14Page 25 of 162
3.2.2 CSS DESCRIPTION
The existing CSS provides safe train separation and signal speed
enforcement via the vehicle mounted CSS system logic, CSS pick-
up coils, and ancillary CSS only components. The aspect display
unit (ADU) function will be represented in the SES SDU. The
vehicle-mounted equipment is reports information transmitted
from the wayside equipment that provides coded signals via the
vehicle pick-up coil.

3.2.2.1 WAYSIDE
The existing wayside CSS will not be modified as a part of
installation of the other ASES II functions, except for minor work
that may be required as a matter of good practice. The installed
CSS includes conventional 4-aspect 100 Hz CSS used on NJ
TRANSIT lines. NJ TRANSIT’s locomotives are equipped to
“read” the 9 aspect 100/250 Hz as used by Amtrak on the NEC.
Some NJ TRANSIT lines provide “cab-no-wayside” (cab signals
without intermediate wayside signals), with provisions for Clear
to Next Interlocking (“C signal”, as defined by NORAC Rule
280a). The ASES II wayside data radio will provide C signal
status to the ASES II onboard apparatus, when applicable.

3.2.2.2 ONBOARD
The onboard CSS functions will remain essentially unchanged.
Nearly all NJ TRANSIT vehicles are equipped with the 9-aspect
100/250Hz CSS as used by Amtrak on the NEC. The two
systems (CSS and ASES II) are functionally independent,
although they do report status and transfer certain data between
them. The CSS logic (including decoders, etc), pick-up coils, and
supporting apparatus may be provided by the ASES II supplier,
but an interface from CSS to the SES is provided to comply with
C signal requirements.
The C signal status is identified as an SES component, with SES
functions providing speed and/or stop enforcement as
appropriate.

3.2.2.3 OFFICE
There are no office components of the CSS that will be installed
or modified as a part of PTC implementation.

3.3 V-ETMS DESCRIPTION


V-ETMS is the evolving freight technology to comply with FRA PTC
regulations. It too has three functional elements linked by a
communications system. One primary difference from ASES II and
ACSES II is that it does not use track transponders to determine location
or associated reference data. Instead it relies on GPS and a corresponding

NJTPTCIMPPLNFNLV14Page 26 of 162
on-board database. This technology can be applied to “dark territory”.
See Figure 3-2 below:

Figure 3-2 V-ETMS PTC Architecture

3.3.1 WAYSIDE
The wayside V-ETMS will be integrated with the SES WIU
wayside components. See Figure 3.1, which illustrates the V-ETMS
components. Each wayside V-ETMS location will include the data
radio and all supporting functions, however, with two data radio
antennas (one for the ASES II and one for V-ETMS) sharing the
same structure, where this is practicable. All interfaces to the
existing signal logic and communications network are intended to
be performed by the SES WIU, although the manufacturer may
identify separate components for the design.

3.3.2 ONBOARD
There are no V-ETMS onboard components for the NJ TRANSIT
ASES II plus V-ETMS PTC systems. All on-board V-ETMS
components are on tenant railroad locomotives.
An onboard system simulator will be provided for maintenance
use for all wayside V-ETMS equipment maintenance, set-up,
configuration, and troubleshooting.

NJTPTCIMPPLNFNLV14Page 27 of 162
3.3.3 OFFICE
The office V-ETMS will be provided as “stand-alone” as is
practical, but sharing the SES office systems interface both to the
dispatcher and to the wayside systems. A V-ETMS dedicated Back
Office Server will be provided, which will host the system
database, as a sub-set of the SES Safety Server engineering
database, but to also include V-ETMS specific functions support.

3.4 FRA INTERFACE AND DOCUMENTATION


Amtrak’s ACSES II system is expected to receive an FRA Type Approval.
At this time the NJ TRANSIT ASES II system is expected to have
differences in its configuration that are sufficient to require a modified
Type Approval.

NJ TRANSIT recognizes that submission of an NPI with its PTC IP will


require subsequent submission of a PTC DP in 9 months from the
submission date of this PTCIP. Upon award of the PTC ASES II
Procurement Contract to the selected vendor, the PTCDP will be among
the first tasks assigned.

The attached NPI identifies the FRA required documentation required


from NJ TRANSIT and the product supplier.

NJTPTCIMPPLNFNLV14Page 28 of 162
4. COMPLIANCE [§236.1011(A)(2)]
This section describes how the railroad intends to comply with §236.1009(c and d), which
requires the railroad to apply for and receive PTC System Certification from the FRA. A
PTC System Certification must be received before deploying a PTC system (s) in revenue
service on a railroad.

4.1 PTC SYSTEM CERTIFICATION


In order to meet the requirements for PTC certification, NJ TRANSIT will
execute a formal Railroad Safety program that will begin during the
earliest design stages for the PTC system and will continue through the
construction phase achieving certification prior to the start of revenue
service. Once the PTC System is certified as safe, the operating and
maintenance phase will begin for commissioned segments and rolling
stock, and the verification of safety continues through the life of the
system. With the segmented implementation of PTC, certification will be
achieved prior to the start of revenue service represented by the first
segment, the verification of safety through the operational readiness for
each subsequent segment will result in continued collection of safety data
and reporting to the FRA to ensure compliance with the safety case,
performance criteria, and PTC certification.

Certification produces a body of documentation testifying to the fact that


the PTC system as part of the overall operating system and its
components provide the level of safety for passengers, operators,
maintainers, emergency personnel, and the general public represented in
the hazard risk indices accepted by the Authority.

Certification is the responsibility of the operating agency and to that end


NJ TRANSIT will institute a thorough program for ensuring safety
throughout all phases of the PTC design, construction, operation, and
maintenance through the life of the system. The process involves
ensuring facilities, equipment, procedures, and training programs are
systematically reviewed for compliance with safety requirements prior to
revenue service.

Key safety certification documentation:

1. PTC Implementation Plan (PTCIP)


2. PTC Development Plan (PTCDP)
3. PTC Safety Plan (PTCSP)
4. Detailed designs, drawings, and technical specifications for furnish,
install, test, and commissioning of PTC Systems
5. Procurement documents for material acquisition
6. Contract documents for procurement of a System Integrator for the
PTC onboard, wayside, and office-based subsystems responsible for

NJTPTCIMPPLNFNLV14Page 29 of 162
the safety-critical functions
7. Installation, test, and commissioning plans for railroad force account
activities
8. Modifications to operating rules and procedures
9. Certification checklist (Certifiable Items List or CIL): developed from
above documentation by safety personnel trained/qualified to
perform certifications
10. Safety Case documentation and associated design criteria
11. Product design, implementation, and test documentation
12. Product operations and maintenance documentation
13. Product training documentation
14. NJ TRANSIT’s RSPP will be updated to conform to PTC requirements

NJTPTCIMPPLNFNLV14Page 30 of 162
Figure 4-1 NJ TRANSIT PTC Implementation & Certification Process

NJTPTCIMPPLNFNLV14Page 31 of 162
4.2 METHODOLOGY
The approach to achieving safety certification is through execution of a
thorough safety program starting at the early stages of design, with a
dedicated safety team. The safety program will be made up of several
components including safety requirements, analyses, verifications, tests,
and validations that along with the supporting body of evidence provide
a comprehensive and valid case that the PTC system is safe in the given
NJ TRANSIT environment. The safety case for the NJ TRANSIT PTC
system is dependent on the type approval of ASES II technology;
therefore the safety program addresses only the specific aspects of the
implementation within the application environment.

The NJ TRANSIT Safety Team will perform a continuous process of


determining the needs and evidence to support safety certification. This
process executes throughout the entire life of the PTC system
development ensuring that all safety case elements are successfully met
and all vital functions are identified and fully verified and validated safe.
Additionally the quantifiable level of safety is calculated and adequately
documented.

4.3 CERTIFICATION REPORT


The objective of the Certification Report is to confirm that NJ TRANSIT’s
PTC system and its applicable lines are prepared for System Certification,
which simply means there is confirmation that the PTC system functions
as intended for revenue train service.

4.4 PTCDP COMPLIANCE


Upon selection of the PTC Contractor, NJ TRANSIT will work with the
Contractor to generate and finalize the PTC Development Plan (PTCDP).
This will be submitted along with the necessary PTCIP Request for
Amendment (RFA) within 270 days of the submission of the PTCIP.

NJTPTCIMPPLNFNLV14Page 32 of 162
5 INTEROPERABILITY [§236.1011(A)(3)]
This section describes how the PTC system will provide for interoperability between the host
and all tenant railroads on the lines required to be equipped with a PTC system per Part 236
Subpart I.

The following section describes how NJ TRANSIT’s PTC system will provide for
interoperability between NJ TRANSIT and the respective Freight Railroad. Any
agreement concerning interoperability with any other entity operating on NJ
TRANSIT will be negotiated in a manner consistent with all prior agreements
between the entities.

Such interoperability agreements will be limited to technical, operational and


financial issues associated with the introduction of PTC technology and compliance
with applicable FRA Regulations. In most cases NJ TRANSIT is the host, and
exceptions are noted. NJ TRANSIT identifies the following freight operators and the
relationships that currently exist.

 Conrail – Tenant
 Conrail – Host – Lehigh Line between NK and Aldene
 Norfolk Southern (NS) – Tenant (see list of connections and routes)
 CSX – as owner of Conrail, concurrence with Conrail’s agreement is required
 Morristown and Erie Railroad (M&E)– Tenant (see list of connections and
routes)
 Southern Railroad of New Jersey (SRNJ) – Tenant (see list of connections and
routes)
 NYS & W – Not Applicable At This Time
 Cape May Seashore Line (CMSL) – Not Applicable At This Time

NJ TRANSIT currently has joint operating agreements with all tenant railroads,
among them are the NYS&W and the Cape May Seashore line. The tenant
railroad joint operating agreements are listed in table 5-1 below. The existence of
a joint operating agreement does not by itself justify a proposed “PTC
Interoperability Agreement”.

It is NJ TRANSIT’s intention that only PTC equipped tenants will be permitted to


operate on its lines. Therefore, only those railroads that have both a direct
connection with and/or operate over NJ TRANSIT trackage will require an
interoperability agreement. NJ TRANSIT currently has Memoranda of
Understanding (MOU) all tenant railroads that will require PTC interoperability
agreements. These MOU’s commit the host and tenant railroads to develop a
“PTC Interoperability Agreement” as the technical efforts progress and
installation commences.

NJTPTCIMPPLNFNLV14Page 33 of 162
The MOU states that the parties agree to outfit the right-of-way, vehicles and
office with the necessary systems and equipment to permit the tenant railroad to
operate on NJ TRANSIT’s PTC equipped lines. It commits the tenant railroad to
install PTC technology that is fully compatible with NJ TRANSIT’s ASES II PTC
system, and the host railroad agrees to provide the wayside and office
infrastructure that will be compatible with V-ETMS technology.

The addition of a “PTC Interoperability Agreement” is only required for tenants that
share a portion of NJ TRANSIT’s track for their service. The table summarizes
specific host-tenant information regarding existing joint operating agreements,
MOUs, and the need for PTC Interoperability Agreements.
Figure 5-1 NJ TRANSIT - Tenant Agreement Status

Existing Joint MOU to Enter Into Prepare PTC Interoperability


Operating Agreement a “PTC Agreement to Complement
Between NJT and Interoperability Existing Joint Operating
Tenant Railroad Agreement” Agreement
Conrail Yes Requires PTC Interoperability
Agreement
Norfolk Southern Yes Requires PTC Interoperability
Agreement
CSX Not Necessary Not Required
Morristown and Erie Yes Requires PTC Interoperability
Agreement
Southern Railroad of Yes Requires PTC Interoperability
New Jersey Agreement
* New York Not Necessary Not Required at this time;
Susquehanna & NYS&W does not operate over
Western (NYS&W) NJT Tracks.
* Cape May Seashore Not Necessary Not subject to PTC regulations;
Line (CMSL) CMSL operates a tourist railroad
on NJ TRANSIT owned track; NJ
TRANSIT neither operates nor
plans on operating any revenue
passenger service on this track.

Interoperability Agreements with following passenger operators are required:

 Amtrak (NEC Operations) - Host


 Metro North Railroad (MNR) – Tenant on PVL and Southern Tier

The NYS& W does not require an MOU at this time since this tenant does not operate
over NJ TRANSIT tracks. In the event that changes, a PTC Interoperability
Agreement between the parties will be prepared. The Cape May Seashore

NJTPTCIMPPLNFNLV14Page 34 of 162
operates on track owned by NJ TRANSIT, however no scheduled revenue
passenger service is operated. In the event that changes, a PTC Interoperability
Agreement between the parties will be prepared.

Each “PTC Interoperability Agreement” is tailored to the specific tenant and is prepared
and signed by NJ TRANSIT and the respective tenants. At that time the “PTC
Interoperability Agreement” will be appended to the existing joint operating
agreement between the parties.

5.1 DRAFT RAILROAD INTEROPERABILITY AGREEMENT

NJ TRANSIT has entered into an MOU with each of its respective tenant
railroads. The objective of the MOU is to commit both host (NJT) and the
tenant railroad to develop and install interoperable PTC technology.
Since the technology and system are still under development a detailed
exposition is not feasible at this time. The MOU requires that the tenant’s
PTC system is fully compatible with NJ TRANSIT’s ASES II PTC system;
and NJT agrees to provide the wayside and office infrastructure that will
be compatible with V-ETMS technology.

While a detailed, site specific PTC Interoperability Agreement is


premature at this time, the parameters, data content, information
exchange, operational requirements, system integration factors and
performance criteria are common for each tenant. Only the specific
values and data will vary by tenant and line. The list below identifies the
information that NJ TRANSIT will require from its tenant.

First NJT will identify and describe the line incorporated in an


agreement from MP “start” to MP “end. The physical description will
include control points, interlockings, sidings, turnouts, stations,
crossovers, grade crossings etc. A “physical characteristics” diagram will
be included in the prospective agreement. The various terms and
conditions referenced below

NJ TRANSIT HOST:

NJ TRANSIT / Freight Railroad Positive Train Control


Interoperability Agreement
PREAMBLE:

This agreement between NJ TRANSIT (NJT) and ________________ is


based on NJT being the host railroad and _____________ being the tenant
railroad that operates freight equipment on NJ TRANSIT’s -
_______________ line. NJT owns, maintains and dispatches all train

NJTPTCIMPPLNFNLV14Page 35 of 162
movements on this line. This line is currently equipped with NJT’s ATC
(cab signal system) and operates in accordance with NORAC rules and
System Timetable 5, Special Instructions GO 501.

This agreement modifies prior and existing agreements, including the


1984 Trackage Rights Agreement in accordance with the terms noted
below.

NJ TRANSIT is required to implement PTC technology on this line to


comply with RSIA 2008 that conforms to 49 CFR Subpart I. NJT plans to
initiate system-wide installation of PTC-ASES II wayside and on-board
equipment by January 2013. At this time the firm furnishing the system
and components is unidentified. NJT will require that this technology be
compatible with V-ETMS technology designated for use by the freight
operator. NJT requires that all freight trains operated by
________________ be equipped with V-ETMS that is fully compatible
with NJT’s PTC system while operating on NJT owned lines. All
information provided by the freight operator shall be submitted to the
FRA for review and approval as required to support NJT’s PTC IP, PTC
DP, or PTC SP. NJT shall prepare and submit all PTC documentation for
the line reference in this agreement, the freight operator shall reference
NJT’s inclusion in its corresponding documentation.

The line incorporated in this agreement is _______________ from MP __


to MP ___. The following control points, interlockings, sidings, turnouts
are included:

PTC Interoperability Agreement Content between NJ TRANSIT and “Freight


Tenant”

NJ TRANSIT – Line Name

Cite Starting Point to Ending Point

1. NJT operates X trains per day over this line at timetable speeds
between X and Y. NJT operates its trains in accordance with the
latest NORAC Rules. All tenant engineers and crew shall be
qualified on the line and NORAC Rules.
2. NJT shall establish criteria for verification of V-ETMS
functionality prior to granting access to NJT’s line. The “freight
tenant” shall comply with all NJ TRANSIT requirement for access
to “Line Name”
3. The “Freight Tenant” shall provide NJT information on annual
million gross ton-miles and the presence of TIH/PIH movements
and other hazardous materials prior to movement on NJ
TRANSITS tracks. PIH and TIH data shall be provided regularly.
NJ TRANSIT shall reserve the right to deny access to its “Line

NJTPTCIMPPLNFNLV14Page 36 of 162
Name” if the “Freight Tenant” fails to comply with the terms of
this agreement.
4. The “Freight Tenant” shall provide a roster of V-ETMS (PTC)
equipped “NJT PTC compatible” locomotives. The “Freight
Tenant” shall provide the braking curve and train stopping
distance curves to NJ TRANSIT to verify system compatibility.
Only V-ETMS locomotives shall be used in the lead position on a
train.
5. The “Freight Tenant” shall provide technical details of its V-ETMS
system and interface boundaries, base station radios and
operating frequencies to NJ TRANSIT.
6. The “Freight Tenant” shall provide relevant survey data for its
approaches and connections to NJ TRANSIT lines from the freight
tracks where applicable.
7. NJ TRANSIT shall be responsible for all infrastructure
maintenance (including track, signal and communications) from
____ to ______. The “Freight Tenant” is responsible for
maintenance of the following locations…(specify tenant
maintenance start/end points). Actual equipment, quantities, field
locations and limits will be established upon the final field
installation.
8. NJ TRANSIT will provide technical details of its PTC ASES II
system to the “Freight Tenant” once its Contractor has been
selected. The “Freight Tenant” will provide NJ TRANSIT all
necessary technical details of its V-ETMS system once they are
available to the “Freight Tenant”. Site specific location and
operational interfaces will be documented by “Ammendment” to
this agreement when those details become available. NJ TRANSIT
and the “Freight Tenant” will agree on placement of wayside
components wherever the “Freight Tenant” enters or departs NJ
TRANSIT tracks. NJ TRANSITs ASES II and the “Freight Tenant”
V-ETMS systems shall interface and work “seamlessly” with one
another. Both parties shall arrange factory and field
demonstrations with the respective vendors to verify
interoperability . Both parties shall arrange technical meetings to
identify and resolve interface issues.
9. NJ TRANSIT shall be responsible for procurement, design,
demonstration, installation, testing and obtaining FRA approval
for its ASES II PTC system. The “Freight Tenant” shall be
responsible for procurement, design, demonstration, installation,
testing and obtaining FRA approval for its V-ETMS system.

NJTPTCIMPPLNFNLV14Page 37 of 162
10. NJ TRANSIT shall be responsible for the installation of all PTC
ASES II wayside equipment, the ROC, the BOS, communications
links, power supplies, maintenance, testing, trouble-shooting of all
relevant components. The “Freight Tenant” shall be responsible
for the installation of all V-ETMS wayside equipment, power
supplies, maintenance, testing, trouble-shooting of all relevant
components.
11. Each party shall be responsible for the installation of all PTC ASES
II and V-ETMS on-board system components, power supplies,
maintenance, testing, trouble-shooting of all relevant components,
respectively.
12. NJ TRANSIT and the “Freight Tenant” shall agree on the
technology and communications protocols for the safety server
and back office server to assure functional compatibility under all
circumstances.
13. Digital Radio is assumed to be 220 MHZ. NJ TRANSIT and the
“Freight Tenant” are each responsible for the acquisition of radio
spectrum compatible with their ASES II and V-ETMS systems
respectively, licensing and FCC compliance for their respective
PTC systems.
14. NJ TRANSIT will provide the safety server and back office
supporting apparatus, digital communications, staffing, training
etc. in its ROC. This system will talk to the “Freight Tenant’s”
control center and will transfer vital train movement data between
the two control centers via mutually acceptable protocols.
 Communications Interface and reliability/integrity
 Selection of Location in NJT ROC and/or “Freight Tenant’s”
Control Center
 Safety server – NJ TRANSIT shall be responsible for data
compatibility and software updates.
 BOS – The “Freight Tenant” shall be responsible to keep the
database stored in the BOS current.
15. NJ TRANSIT and the “Freight Tenant” will develop a mutually
agreeable protocol for operation in the event of PTC system
failure, regardless of the cause.
16. NJ TRANSIT and the “Freight Tenant” will develop an
installation, testing and system integration protocol as well as
system cutover and activation protocols at an appropriate time in
the program.

NJTPTCIMPPLNFNLV14Page 38 of 162
17. NJ TRANSIT will develop appropriate operating rules, a training
program and qualification requirements for the “Freight Tenant’s”
staff engaged in operating on NJT lines equipped with PTC.
18. The “Freight Tenant” will install, service and maintain all wayside
V-ETMS equipment on the approaches to “Line Name”, and NJT
will install, service and maintain all PTC ASES II and V-ETMS
wayside equipment on “Line Name”. Each party will service and
maintain its own vehicle-borne systems and equipment.

 Data Radio
 Engineer Display
 CHER
 On-Board Computers

19. All PTC ASES II and V-ETMS equipment will function with NJ
TRANSIT’s PRT compatible for NJT RWP rules and procedures.
20. NJT shall be responsible for:
 submission of documentation and safety certification (PTC SP)
with respect to the NJT “Line Name”.
 reporting and documenting all failures and incidents to the
FRA
 follow-up for compliance and tracking changes to PTC SP and
informing the “Freight Tenant” of any changes
 follow-up for changes and modifications to software, its on-
board or wayside equipment and informing the “Freight
Tenant” of any such changes
 maintenance and modifications to NJ TRANSIT’s on-board
equipment.

Attachments to the PTC Interoperability Agreement:

The “Freight Tenant” acknowledges receipt of:

 NJ TRANSIT Physical Characteristics for the subject line


 NJ TRANSIT Rules for the subject line, System Timetable 5,
Special Instructions GO 501.

5.1.1 Practical Interoperability Issues

These PTC Interoperability Agreements will be developed


on a “Freight Tenant” by “Freight Tenant” basis based on
the installation schedule of NJ TRANSIT’s ASES II system.

NJTPTCIMPPLNFNLV14Page 39 of 162
Once the field tests are complete and “seamless” operation
and transition between ASES II and V-ETMS is verified
these agreements can be completed quickly. The current
plan assumes they will be in force by mid-2015.

Since NJ TRANSIT will require that each “Freight Tenant”


be equipped with ASES II PTC compatible PTC technology
it foresees no obstacles to an agreement. Nevertheless,
some technical interface or “infant mortality” issues are
common to the introduction of new technology. These can
be addressed during the warranty period.

Commercial issues such as cost or potential operational


constraints may arise but nothing intractable is anticipated,
given that NJ TRANSIT has had joint operating
agreements with each of its “Freight Tenants” for decades.
During this period previous modifications have occurred
between the parties as NJ TRANSIT has changed service,
rules, introduced new technology etc., consequently the
introduction of PTC in accordance with FRA regulations
should not be insurmountable.

FREIGHT HOST-Conrail

The following are the draft terms of the agreement between Conrail (as
host) and NJ TRANSIT (as tenant)

1) Conrail is the host railroad and NJT is the tenant for all NJT Raritan
Valley Line train movements over the Lehigh Line between NK (MP
11.4) and Aldene (MP 15.0). Two passenger stations (Roselle Park and
Union Station) and four interlocking are included in this MOU. NJT
requires access to both tracks 1 and 2; Conrail requires access to
existing customer or industrial sidings. NJT is responsible for PTC
equipment that controls and monitors movements on or off only those
sidings directly connected to Main Track 1 or 2.
2) Twenty-one (21) switches off tracks 1 and 2 are affected.
3) NJ Transit operates approximately 64 passenger trains per weekday
on this route. NJT trains can use either track in either direction and
operate in “push-pull” mode. NJT train movements are controlled by
the Conrail dispatcher and subject to rules stated in NJ Transit’s
Special Instructions GO 501.
4) Conrail will install, service and maintain all PTC/ASES II and V-
ETMS equipment on this segment of track. These two systems will be
engineered to work “seamlessly” and interface so that both the freight
and passenger movements are monitored and controlled by the PTC

NJTPTCIMPPLNFNLV14Page 40 of 162
system. The NJ Transit and Conrail back office servers will
communicate with one another to transmit and receive vital train
movement authorities on this portion of the Lehigh Line. Conrail and
NJ Transit will develop a “handshake” protocol with Conrail when it
enters or departs the Lehigh Line.
5) All PTC equipment will be PRT compatible for RWP.
6) Specify NJT PTC Technology; explain coordination and technology
interface
a. Require that Tenant On-Board Equipment be RWP compatible
b. Require Tenant provide a roster of “PTC” equipped “NJT PTC
compatible” Locomotives
c. Technology Details and Site Specific particulars can be
incorporated in a MOU at the appropriate time.
7) NJT and Conrail will mutually determine site specific placement of
equipment, power supply and other details of the application.
8) NJT and Conrail will select, furnish and install PTC On-Board
Equipment (ASES II or V-ETMS) on their respective locomotives (and
cab cars for NJ Transit). Each party will service and maintain its own
vehicle-borne systems and equipment.
a. Radio
b. Engineer Display
9) NJ Transit will furnish “back office” equipment. NJ Transit and
Conrail will define the technology interface:
a. Communications Interface and reliability/integrity
b. Selection of Location in NJT ROC and/or Conrail Control
Center
c. Safety server – data compatibility and software updates
10) Conrail is responsible for submission of documentation and safety
certification (PTC SP) with respect to this track segment.
11) Conrail is responsible for reporting and documenting all failures and
incidents to the FRA; NJT will receive copies all such reports
12) Conrail is responsible for follow-up for compliance and tracking
changes to PTC SP and informing NJT of any changes.
13) Conrail is responsible for follow-up for changes and modifications to
software, its on-board or wayside equipment and informing NJT of
any such changes. NJT is responsible for maintenance and
modifications to its on-board equipment.
14) Conrail and NJT are each responsible for the acquisition of radio
spectrum, licensing and FCC compliance for their respective PTC
systems.

NJTPTCIMPPLNFNLV14Page 41 of 162
5.2 EXISTING MEMORANDA AND LETTERS OF UNDERSTANDING
In order to expedite resolution of interoperability issues, NJ TRANSIT has
reached agreement with the railroads listed. NJ TRANSIT and its partner
have signed either Memoranda or Letters of Understanding. These
MOU/LOUs commit both parties to:

 Implement PTC systems that conform to 49 CFR Part 236.1003(b)


 Agree to exchange technical and operational information
necessary to implement PTC technology as required by Federal
Law
 Agree to participate in a joint testing program to verify
functionality and interoperability

These agreements have been signed by NJ TRANSIT and respectively,


Amtrak, Conrail, NS and Metro North Railroad. Copies of the jointly
signed agreements are attached to this PTCIP. Agreements have been
signed by NJ TRANSIT and sent to Southern Railroad of New Jersey and
Morristown and Erie Railroads for countersigning.

5.3 TECHNOLOGY APPLICABLE TO INTEROPERABILITY


NJ TRANSIT has adopted PTC-ASES II technology described in Section 3,
Amtrak is using its PTC-ACSES II system that is compatible with NT
TRANSIT’s PTC ASES II system.

NJ TRANSIT will accommodate the Vital Electronic Train Management


System (V-ETMS) where freight operations are allowed by others (tenant
railroads) on NJ TRANSIT PTC equipped mainline. The V-ETMS is
referred to herein as a generic term for a system that is fully compatible
and interoperable with the vital ETMS types systems being implemented
by the major freight railroads in the US. Interoperability with the freight-
based V-ETMS PTC is achieved by providing a V-ETMS data radio,
communications links to the safety server and back office server located
at the NJ TRANSIT Rail Operations Center (ROC) with a communications
link to the freight operator back office server. Section 3 Technology and
Section 9 Wayside Devices provide additional information.

5.4 OBSTACLES TO INTEROPERABILITY


NJ TRANSIT does not anticipate any specific obstacles to interoperability.
Currently, NJ TRANSIT has cooperative working relationships and
existing operating agreements for each line where it is either a host or
tenant. Concurrence with a new interoperability agreement is merely an
extension of prior agreements.

NJ TRANSIT acknowledges the potential for technical complications


arising from the development of a seamless interface between the host
and tenant systems. However, those will be resolved during preliminary
installation and testing and documented by the Safety Certification
process.

NJTPTCIMPPLNFNLV14Page 42 of 162
5.5 LOCATIONS IDENTIFIED IN INTEROPERABILITY AGREEMENTS
The table below identifies interface points between NJ TRANSIT and host or tenant railroads. The lines
identified are designated for installation of PTC technology and a working interoperability agreement
between the host and tenant(s).Figure 5-2 NJ TRANSIT Host-Tenant Interoperability By Line

Rail Line Route Host Tenant Comments


Miles
Atlantic City 58 NJT SRNJ
Line
Bergen Line 14.7 NJT NS
Gladstone 22.1 NJT NS
Line
Lehigh Line 5.2 Conrail NJT From Aldene to NK
Main Line 29.1 NJT NS
Montclair 26.1 NJT NS
Line
Morristown 60 NJT NS, M&E is a short line RR
Line M&E
North Jersey 45 NJT Conrail
Coast Line
Northeast 90 Amtrak NJT
Corridor
Pascack 23.6 NJT NS
Valley Line
Raritan Valley 39 NJT NS and
Line Conrail
Southern Tier 58.7 NJT MNR,NS This line is used by MNR
for passenger service
provided by NJT and NS
for freight service

5.6 INTEROPERABLE TRACK SEGMENTS

NJ TRANSIT is engaged in installation of its ASES II wayside apparatus,


similarly NJ TRANSIT will furnish V-ETMS equipment for installation at
every freight entry and exit locations on every line, and at all interlockings
between these points and the office equipment too.
The tables below list each NJ TRANSIT Line, the tenant freight operator
on that line, and identify locations that are planned for V-ETMS wayside
installations to provide PTC interoperability while operating on NJ
TRANSIT lines.
More detail on these lines and host-tenant relationships are provided in
Section 5 “Interoperability”:
Figure 5-3 Atlantic City Line

NJTPTCIMPPLNFNLV14Page 43 of 162
NJ TRANSIT Atlantic City Line

Tenant Freight Operators: Conrail and Southern Railroad of


New Jersey
V-ETMS Wayside MP Notes
Location Location
CP Jersey 2.1 Location includes Conrail
entry and exit at CP Jersey;
Pennsauken Siding;
Pemberton Industrial Track
(MP 1.3);
North Pomo 46.7 Includes Lenox siding at MP
Interlocking 45.0
Griff Interlocking 55.9 Includes connection to NJ
Pleasantville Secondary

Figure 5-4Bergen County Line

NJ TRANSIT Bergen County Line


Tenant Freight Operator: Norfolk Southern
V-ETMS Wayside MP Notes
Location Location
Laurel 4.3 Includes junction with Main
Line
HX 5.4
Pascack Junction 7.6 Includes junction with
Pascack Valley Line
CP West BJ 9.8
BT Interlocking 14.2
Ridgewood 19.0 Includes junction with Main
Junction Line

Figure 5-5 Gladstone Line

NJ TRANSIT Gladstone Line

Tenant Freight Operator: Norfolk Southern


V-ETMS Wayside MP Notes
Location Location

NJTPTCIMPPLNFNLV14Page 44 of 162
Summit 20.1 Includes junction with
Interlocking Morristown Line
West Summit 21.0
Murray Hill 23.4
Interlocking
Stirling Interlocking 28.5
Bernardsville 34.8
Interlocking

Figure 5-6 Main Line

NJ TRANSIT Main Line


Tenant Freight Operator: Norfolk Southern
V-ETMS Wayside MP Notes
Location Location
Laurel Interlocking 4.3 Includes junction with Bergen
County Line
West Secaucus 5.0
Interlocking
Mill Interlocking 11.1
Suscon Interlocking 17.5
Ridgewood 20.3 Includes junction with Bergen
Junction County Line
Interlocking
CP Cameron 20.3
WC Interlocking 23.6
SF Interlocking 30.5 This location provides
coverage to MP 31.3

Figure 5-7 Montclair Line

NJ TRANSIT Montclair Line


Tenant Freight Operator: Norfolk Southern
V-ETMS Wayside MP Notes
Location Location

NJTPTCIMPPLNFNLV14Page 45 of 162
Glen Interlocking 12.4D This location provides
coverage for MP 11.7 and NS
entry to Orange Running
track at MP 1.76
Cedar Interlocking 15.5 Entry to Great Notch Yard
CP Clove 15.8
Notch Interlocking 16.4 Includes junction with Great
Notch Interlocking
Lincoln Park 22.8
Interlocking
Denville 33.9 Includes junction with
Interlocking Morristown Line

Figure 5-8 Morristown Line

NJ TRANSIT Morristown Line


Tenant Freight Operators: Norfolk Southern and Morristown
& Erie Railway
V-ETMS Wayside MP Notes
Location Location
Meadows 4.3
Interlocking
Kearny Junction 5.7 Connection to Amtrak’s NEC
Harrison 7.1 Location includes MP 7.7
Interlocking Broad Interlocking
Roseville Avenue 9.0
Interlocking
Green Interlocking 9.5
Millburn 16.3
Interlocking
Summit 20.1 Includes junction with
Interlocking Gladstone Line
Drew Interlocking 24.9
Baker Interlocking 30.0 Includes connection to
Morristown & Erie Railway
Denville 36.3 D
Interlocking
Dover Interlocking 38.1

NJTPTCIMPPLNFNLV14Page 46 of 162
Chester Junction 41.4 Hand-Operated Switch
connection with Morristown
& Erie Railway
Morris Junction 45.2 Includes CP UN (MP 45.8)
Roxbury 46.7 Connection to Port Morris
Interlocking Yard
CP Olive 49.8
CP Cook 56.8

Figure 5-9 Morrisville Line

NJ TRANSIT Morrisville Line


Tenant Freight Operator: Conrail
V-ETMS provided by Amtrak
V-ETMS Wayside MP Notes
Location Location
Morris Interlocking 0.0 Located on Amtrak NEC
CP MY 0.6 Connection to NJ TRANSIT
Morrisville Yard and Conrail
Morrisville Yard

Figure 5-10 North Jersey Coast Line

NJ TRANSIT North Jersey Coast Line


Tenant Freight Operator: Conrail
V-ETMS Wayside MP Notes
Location Location
Graw Interlocking E 0.2 Starts at Amtrak’s NEC MP
19.7 Union Interlocking
Wood Interlocking E 5.2 Connection to Conrail
Chemical Coast Secondary
River Interlocking 0.0 Includes Essay Interlocking
(MP 0.7) connection to
Conrail running track at MP
0.7
Rare Interlocking 2.0
Morgan 3.1
Interlocking

NJTPTCIMPPLNFNLV14Page 47 of 162
East Matawan 6.4
Interlocking
Lloyd Interlocking 7.8
Bank Interlocking 15.9 Connection to Conrail
Southern Secondary Track
Oceanport 19.8
Interlocking
Branchport 21.9 Includes MP 22.4 Long
Interlocking Branch Interlocking and MP
22.7 Bath Interlocking
Shark Interlocking 30.4
Brielle Interlocking 36.0 Conrail operations terminate
at MP 36.1

Figure 5-11 Pascack Valley Line

NJ TRANSIT Pascack Valley Line


Tenant Freight Operators: Norfolk Southern and Conrail
V-ETMS Wayside MP Start Notes
Location
Pascack Junction 7.7 Includes junction with Bergen
County Line
Sports Line 8.4 Includes Plank Interlocking
Connection (MP 8.9)
Seamans 9.6
Interlocking
East Sack 10.7 Includes West Sack
Interlocking Interlocking (MP 11.3)
East Cole 14.3 Includes West Cole
Interlocking Interlocking (MP 14.7)
CP Golf 18.8
CP Park 23.4
East Pond 27.2 Includes West Pond
Interlocking Interlocking (MP 27.7)
CP Spring 30.5 Connection to Conrail Suffern
Industrial Track

Figure 5-12 Raritan Valley Line

NJTPTCIMPPLNFNLV14Page 48 of 162
NJ TRANSIT Raritan Valley Line
Tenant Freight Operators: Norfolk Southern and Conrail
V-ETMS Wayside MP Notes
Location Location
CP Aldene 15.5 Conrail on Conrail’s Lehigh
Line; installation and
equipment provided by
Conrail
Clark Interlocking 18.2 Connection to Garwood
Industrial Track
CP Scotch 19.3
Queen Interlocking 22.8
CP Plain 23.7
Brook Interlocking 30.0 Includes connection to
Conrail Lehigh Line
Boyd Interlocking 36.1 Includes Brad Interlocking
(MP 37.0) connection to
Raritan Yard
Tunk Interlocking 45.2 Includes Cush Interlocking
(MP 45.8)
Clinton Interlocking 49.7
Arch Interlocking 52.1 V-ETMS coverage extends to
MP 54.0

5.7 TIMELINE FOR V-ETMS INTEROPERABILITY

The procurement and installation of the V-ETMS equipment is an integral


element of NJ TRANSIT’s ASES II PTC procurement. NJ TRANSIT has an
ongoing collaboration and coordination effort with each of its freight
tenants.
Acquisition of V-ETMS systems and components will be initiated upon
identification of one or more products that receive an FRA Type
Approval. Upon identification of FRA approved product(s), the NJ
TRANSIT ASES II PTC Contractor will identify the selected product for
testing and acceptance by NJ TRANSIT and the FRA. The selected
product will be installed in conjunction with the wayside and office
installation of all other PTC components being installed for ASES II PTC.

NJTPTCIMPPLNFNLV14Page 49 of 162
The preliminary schedule anticipated for selection of the V-ETMS
product is at some time during 2011, to be followed by demonstration of
the product and integration with the ASES II Wayside Interface units in
2012. Section 7 “Deployment Sequence and Schedule” shows that Wayside
and office systems design and installation for ASES II is scheduled to
begin about January 2013, and the V-ETMS will occur at the same time,
with installation also scheduled simultaneously with the ASES II systems.
V-ETMS office systems are scheduled to be complete prior to June 2014, at
which time full system testing will commence and V-ETMS
interoperability will be achieved for the first lines upon successful testing
and approval.

NJTPTCIMPPLNFNLV14Page 50 of 162
6. INSTALLATION RISK ANALYSIS [§236.1011(A)(4)]
This section describes how the PTC systems will be implemented to address areas of greater risk to
the public and railroad employees before areas of lesser risk. This section provides appropriate
justification where areas of lesser risk are addressed first.

6.1 INTRODUCTION
NJ TRANSIT has completed a Lines Risk Assessment Report (LRAR),
which is provided as an attachment to this PTCIP. The LRAR serves as
the foundation for establishing the initial priority for PTC
implementation by line and line segment. The LRAR research focuses on
the risk factors identified in 49 CFR Part 236.1011.
NJ TRANSIT also has to evaluate the LRAR results in the context of its
operation. NJ TRANSIT is a commuter rail system that carries over
300,000 passengers per day on its lines. NJ TRANSIT has achieved higher
standard of safety that is reflected in a low level of FRA reportable
accidents/incidents to date. Furthermore NJ TRANSIT sees very little
PIH/TIH traffic and much of its freight traffic involves “drilling”
operations. Finally, most freight equipment using NJ TRANSIT lines is
equipped with a locomotive speed limiting features (LSL) that is
compatible with its ATC system (cab signal system).
All these contribute to reduced operational risk which is particularly
critical when transporting passengers. Therefore NJ TRANSIT will
approach PTC Implementation using the LRAR results as a starting point
and will modify the recommended priority to better serve its mission of
enhancing passenger safety.

6.2 PTC IMPLEMENTATION BY LINE


NJ TRANSIT owns and operates trains in New Jersey, New York and
Pennsylvania, therefore the analysis included over 340 route miles on 15
Branch Lines. The following 12 lines were classified as main line Track
and thus require installation PTC technology, these 12 lines (322 route-
miles) were analyzed based on the data information collected as noted:

1. Atlantic City Line


2. Bergen County Line
3. Gladstone Line
4. Main Line
5. Montclair Line (former Boonton Line)
6. Morristown Line
7. Morrisville Line
8. North Jersey Coast Line
9. Pascack Valley Line
10. Raritan Valley Line
11. Hudson Line

NJTPTCIMPPLNFNLV14Page 51 of 162
12. Sports Line

However, certain line and line segments were classified as non-Mainline


Track or excluded via MTEA, and therefore are not subject to PTC
designation. Line segments excluded from the LRAR and the PTC
deployment program are discussed in Sections 10 Track Designation:
Mainline or Non-Mainline and Section 13 Main Line Track Exclusion
Addenda (MTEA). Line segments categorized as MTEA are evaluated
according to different criteria than non-mainline track. Briefly those lines
excluded as “non-mainline”are:
A. Princeton Line
B. Millstone Running Track
C. River LINE

Figure 6-1 Risk Ranking By Line

Line Risk Total Line Average Line


Ranking Line (Route) Miles Risk Factor

1 North Jersey Coast Line 45.1 2.71


2 Bergen County Line 14.7 2.65
3 Montclair Line 26.1 2.39
4 Pascack Valley Line 22.9 2.26
5 Gladstone Line 22.1 2.25
6 Morristown Line 61.3 2.24
7 Main Line 29.1 2.13
8 Raritan Valley line 39.0 2.09
9 Atlantic City Line 58.0 1.96
10 Hudson Line 0.8 1.45
11 Morrisville Line 1.0 0.98
12 Sports Line 2.0 0.96

Total Route Miles 322.1

Although the results of the LRAR serves as the initial guide to providing
for installation of PTC on lines of greater risk prior to those of lesser risk,
other factors must be considered. A matrix has been developed to identify
the overlap of all factors for all lines and rail equipment, indicating that
the PTC implementation can only be successful with some deviation for
the risk assessment results alone. The details for the deviation from this
ranking are described in Sections 7 and 11.

NJTPTCIMPPLNFNLV14Page 52 of 162
6.2.1 LINE SEGMENTS
Each NJ TRANSIT line was segmented based on specific locations
where the frequency of trains increased or decreased. Features
affecting train frequency along lines which triggered the need to
create a new segment include the entrance and exit of passenger
and freight trains from yards, intersecting lines or where turn
backs may occur. In situations where none of these frequency
related feature were present, reasonable segments were developed
not to exceed 15 miles in length.

Following the installation of PTC on the appropriate lines, the


office systems completion, the concurrent rolling stock PTC
systems installation, and the necessary training for all appropriate
personnel, the PTC will be placed in service in the order described
in Section 7 Deployment Sequence and Schedule.

6.3 RISK FACTORS


The risk factors were derived from §236.1011(A)(4). The specific analysis
of each line will be provided in the appendix. The table below identifies
considers PTC preventable accidents/incidents, and then determines a
hierarchy of risk factors and relative importance with respect to NJ
TRANSITS’s routes and operation.
Figure 6-2 Risk Factors & Relative Importance

Ranking Qualifying
Description
Values

Possible incursions @ Interlockings &


1 .20
Drawbridges

Method of Operation / Signal System 2 .15

Annual Number of Passenger and Freight


3 .12
Trains

Maximum Authorized Speeds 4 .10

Hand Operated Switches 5 .08

Presence and Volume of TIH/PIH 6 .08

Civil Speed Restrictions 7 .07

Track Grades 8 .06

Public Venues 9 .05

Number of Tracks 10 .04

FRA Reportable Accidents / Incidents


11 .03
(Last 10 years)

NJTPTCIMPPLNFNLV14Page 53 of 162
Highway at Grade Crossings 12 .02

Total 1.0

The Risk Factors listed above were derived from the 49 CFR content
requirements established in 236.1011, adding additional pertinent factors
where PTC implementation would reduce the risk or where past
incidents have indicated an area of concern.

This is an iterative process that begins with the definition of the proposed
system and an identification of the hazards associated with NJ TRANSIT
system. Hazard identification is done via a structured hazard
identification study using techniques such as brainstorming and physical
characteristics. The potential consequences of the hazards were identified
and each hazard may lead to one or more types of events depending on
how the system operates and interacts with its environment while it is in
a hazardous state. The probability of each event is assessed using NJ
TRANSIT historical data and a quantitative analysis. Then, the collective
risks are a result of possible events, which were calculated and weighted.

Quantitative factors were utilized to the maximum extent possible and


augmented with qualitative factors where necessary. The factors are
analyzed in terms of their relative risk; therefore the assessment was not
performed to measure the severity of the risk.

Qualifying factors were developed by reviewing the entire system for


maximum quantifiable statistics to establish the highest risk factors for
each risk. Where it was not possible to development quantifiable
statistics, a qualitative assessment of equal measurable divisions of risk
were applied.

A lesser priority was assigned to “Highway At-Grade Crossing” incidents


since PTC offers no contribution to risk reduction.

The following factors are not considered in the NJ TRANSIT System;


therefore they were not included in the Risk Analysis.

1. Presence or absence, and types, of wayside hazard detectors


interfaced with the signal system.
2. Automatic train stops

since neither situation exists on PTC “candidate” lines.

The nature of a commuter rail service also requires the exercise of


judgment is assessing risk. In particular, the peaking phenomena
associated with passenger service concentrates the volume of traffic in
two periods of each weekday and in predominantly one direction or the

NJTPTCIMPPLNFNLV14Page 54 of 162
other. NJ TRANSIT will factor this aspect when determining the line
segment risk and the appropriate deployment schedule.

6.4 DATA GATHERING


Data was gathered from the most recent and reliable sources available at
the time of the LRAR preparation. Data was collected on a route mile
basis. This was determined to be the most efficient unit for which to
gather the data and evaluate the risk factors consistently throughout the
system.

Passenger train counts are for normally scheduled passenger trains


operating as revenue or non-revenue trains, using the 2009 employee
timetable in effect.

Freight train counts use the relevant data provided by the tenant for each
line segment which include number of cars (loaded and unloaded) for the
calendar year and identification of all TIH/PIH cars. This was provided
by all tenant railroads for calendar year 2008 with the exception of
Norfolk Southern, which provided data for calendar year 2009.

Line segment characteristics were derived from the current NJ TRANSIT


Timetable No.4 which identifies the Operating Rules and the rules in
effect including speed restrictions. NJ TRANSIT Track Charts were used
to identify curves, grades, and general layout, including switches, grade
crossings and moveable bridges.

The most recent NJ TRANSIT Geographical Information System (GIS)


database as current as January 1, 2010, including all supporting ancillary
data, LIDAR mapping, were used to identify all public venues within 100
feet from nearest Rail Line.

A 10 year history of FRA reportable accidents and incidents dating from


January 1998 to December 2008 by line was tabulated, which includes,
stop violations, crossing collisions, on-track collisions, derailments,
worker incidents, and hazmat incidents. The impacts of system
enhancements, rule changes, training and similar risk reduction features
were not factored in to “normalize” the data. The data provides a
“snapshot” of 10 years of NJ TRANSIT history:

 Stop Signal Violations. Each failure of an engineer failing to stop the


train as required prior to any part of the train passing a signal
displaying Stop Signal or Stop and Proceed. There were 22 incidents
identified. The detailed review indicated that 17, all at interlockings
where a conflicting route could be present, potentially would not
have occurred with PTC implementation, although the remaining 5
would not have been impacted by PTC implementation.

NJTPTCIMPPLNFNLV14Page 55 of 162
 Grade Crossing Incidents. Each reported highway-rail grade
crossing incident, regardless of type, was counted. However, the
PTC implementation has no potential to reduce or eliminate any
incident that was identified and reviewed. There were 84 grade
crossing incidents identified.

 On Track Collisions. Each FRA reportable incident of an on-track


collision was identified to identify incidents potentially impacted by
PTC implementation, but did not include highway-rail grade
crossing or trespasser incidents. There were four incidents
identified.

 Derailments. Each FRA reportable derailment that occurred was


identified and used within the risk assessment. There were 10
identified, with a detailed review indicating most associated with
human error that may not have been impacted with the presence of
PTC.

 Worker incidents. The one worker incident identified in the historic


data may or may not have been impacted by the presence of PTC.

 Hazmat Incidents. The historic data shows no incidents of hazmat


release or similar incidents during the past ten years on any NJ
TRANSIT line.

PIH/TIH Traffic (carried via Tenant Railroads)

NJ TRANSIT requested the relevant operations information from each


tenant railroad for calendar year 2008, which was provided, with one
railroad (Norfolk Southern) providing for the year 2009. The detail
provided by the railroads was used for car movements per year and
identification of PIH/TIH traffic. Norfolk Southern Railroad and Conrail
Shared Assets provided detailed movement information. A lower level of
detail was provided by the two smaller tenant railroads, Morristown &
Erie and Southern Railroad of New Jersey, so worst case assumptions
were used.

Public Venues

All locations with a potential for public gathering were identified along
each line, extending to 100 feet from the railroad. This data was gathered
by a combination of visual review and database review of the mapping
and GIS data. Passenger stations were included as public venues, in
addition to sites such as shopping malls, churches, etc.

Trespasser and suicide incidents are not included in this assessment. The
references for this are NJ TRANSIT Safety Department records database,

NJTPTCIMPPLNFNLV14Page 56 of 162
for all except rules violations, which is referenced with records of the NJ
TRANSIT Rules Department.

6.5 RAIL NETWORK


The entire NJ TRANSIT rail network was reviewed as a part of the Lines
Risk Assessment Report and for purposes of identifying scheduling of
work efforts. The network includes lines where electrified equipment
cannot be used, or can only be used on line segments, requiring consist
management be included with schedules for implementation, which is
detailed in Section 7 Deployment Sequence and Schedule of this PTCIP.
The NJ TRANSIT commuter rail network is comprised of two divisions,
the Newark Division and the Hoboken Division. Generally, train crews
are qualified on only one territory. Both crew management and consist
management maintain this type of separation, and consequently this
arrangement must be a consideration during PTC implementation
scheduling. This was disregarded during the Lines Risk Assessment. The
Divisions are divided as follows:

Newark Division Hoboken Division

Line Route Line Route


Miles Mile s

Atlantic City Line 58 Bergen County Line 15


Hudson Line 1 Gladstone Line 22
Morrisville Line 1 Main Line 29
North Jersey Coast Line 45 Montclair Line 26
Princeton Line 3 Morristown Line 61
Northeast Corridor (as 90 Pascack Valley Line 23
Tenant)
Raritan Valley Line 39
Sports Line 2
Southern Tier (as Tenant) 64

NJ TRANSIT train crews and vehicles operate on Amtrak’s Northeast


Corridor and on Metro North’s Southern Tier. These lines were not a part
of the Lines Risk Assessment. However, all functions of PTC
implementation, with the exception of installation of wayside apparatus,
must be an integral part of the NJ TRANSIT PTC program. These lines are
identified here only as an introduction to that issue, and to identify the
particular Division in which they reside.

Since the entire NJ TRANSIT network is currently equipped with ATC


(Cab Signaling) this characteristic reduces the level of exposure for the
primary risk factor, “Possible incursions @ Interlockings & Drawbridges”.

NJTPTCIMPPLNFNLV14Page 57 of 162
6.5.1 ATLANTIC CITY LINE
This line is a non-electrified passenger service line that consists of
single track with passing sidings with both a traffic control system
and cab signal system on all tracks, except a non-signaled short
freight only track from MP 0.0 to MP 1.2. The easternmost
terminus (designated railroad South by timetable), is located at
milepost 58.0, Atlantic City. Traveling railroad north from Atlantic
City, milepost 0.0 is at Jersey Interlocking, which encompasses the
Delair movable bridge, and the line continues (equating milepost
0.0 to milepost B2.3 at Jersey) to milepost B0.0, the connection
with Amtrak’s Northeast Corridor.
During the data collection phase of the risk assessment, this line
was divided into logical segments.

6.5.2 BERGEN COUNTY LINE


This line is a two track non-electrified passenger service line runs
from MP 4.3 (connection to the Main Line at Laurel) to MP 19.0
(connection to the Main Line at Ridgewood Junction). At MP 7.6,
it provides the connection to the Pascack Valley Line (PVL,
beginning of line).
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.3 GLADSTONE LINE


This is a single track electrified passenger service line with
passing sidings beginning at connection to the Morristown Line at
Summit at MP 20.0, and going to MP 41.9 CP East Gladstone, with
a yard and terminus that includes Gladstone Station going up to
MP 42.3.
This line has been divided into logical track segments, based upon
the existing operations. The entire Line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.4 HUDSON LINE


This is an electrified passenger service line connecting the NJ
TRANSIT Meadows Maintenance Complex (MMC), a yard, at MP
0.0 to Amtrak’s Northeast Corridor at MP 0.8. This line includes
three tracks at MP 0.0 converging to single track at Cape
interlocking, MP 0.3, and is single track from about MP 0.35 to MP
0.8.

NJTPTCIMPPLNFNLV14Page 58 of 162
This line consists of only one segment. The entire Line will be
equipped with ASES II PTC on all tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.

6.5.5 MAIN LINE


This predominantly double track passenger service non-electrified
line runs from MP 2.2 West End to MP 31.3 (Division Post,
connection to Southern Tier), and includes one single track line
segment at MP 5.0 for a movable bridge. However, this line has
four tracks from MP 2.2 to MP 4.3, and 3 tracks from MP 20.3 to
MP 23.6.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.6 MONTCLAIR LINE


This is an electrified line that begins as double track from
Roseville Interlocking on the Morristown Line at MP 9.0 and
extends as a double track electrified line to MP 16.5 . The line
continues as single track non-electrified territory from MP 16.5 to
end-of-line at MP 33.9, Denville, connecting to the Morristown
Line again.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.7 MORRISTOWN LINE


This passenger service line runs from MP 0.0 at Hoboken Station
to MP 58.0 Bill interlocking, and is electrified from MP 0.0 to MP
38.1. Generally, this is a three track line to MP 16.5, then two
tracks to MP 45.2, and single track to 58.0. The line includes a
terminal area, at MP 0.1, with a passenger station terminus at MP
0.0. This line includes a main line station track from MP 56.8 to
MP 56.9, with operations at Restricted Speed and not to exceed 20
mph for passenger trains and 10 mph for freight trains.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability. The majority of this line does include freight
operations.

NJTPTCIMPPLNFNLV14Page 59 of 162
6.5.8 MORRISVILLE LINE
This 3,000 foot long line provides access for non-revenue (no
passengers, crew only) passenger trains to NJ TRANSIT
Morrisville Yard, from Amtrak’s Northeast Corridor.
This line consists of one track segment. The entire line will be
equipped with ASES II PTC on all tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.

6.5.9 NORTH JERSEY COAST LINE


The passenger service line begins at Amtrak’s Union Interlocking
at MP 19.7 on the Northeast Corridor, to MP E0.2 Graw
Interlocking, continuing the “East” mileposts to MP E6.7 which is
also MP 0.0 River Interlocking. The line continues to MP 38.0
Bayhead Station, connecting to the terminus at Bayhead Yard.
This line includes freight operations.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.10 PASCACK VALLEY LINE


This passenger service line runs from MP 7.7 (connection to
Bergen County Line) to MP 31.3, Woodbine Yard, and consists of
single track with passing sidings. The signaling ends at MP 30.5
CP Spring, and there is no passenger service west of MP 30.5, a
terminal area.
This line has been divided into logical track segments, based upon
the existing operations. The entire Line will be equipped with
ASES II PTC on all tracks. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

6.5.11 PRINCETON LINE


This single track electrified passenger service line begins at MP
0.0, with a connection to Amtrak’s Northeast Corridor as the
Nassau Running Track, and extends to Princeton Station at MP
2.7. There is no freight service on this line. Operations on this line
are under DCS Rules.
NJ TRANSIT operates one passenger service shuttle train on this
line and is requesting a Main Track Exclusion based upon
temporal separation. This is detailed in Section 13.

NJTPTCIMPPLNFNLV14Page 60 of 162
6.5.12 RARITAN VALLEY LINE
This non-electrified passenger service line runs from MP 15.0 CP
Aldene to the end of the NJ TRANSIT line at MP 60.1 at the
connection to Norfolk Southern Central Industrial Track. This line
is double track from MP 15.0 to MP 37.0 and single track from MP
37.0 to MP 60.1. Approximately 5 miles of the line is on Conrail
tracks under Conrail control, the Conrail Lehigh Line from
Conrail CP NK (MP 11.4) to MP 16.6, NJ TRANSIT CP Aldene.
This line has been divided into logical track segments, based upon
the existing operations. The entire line will be equipped with
ASES II PTC on all tracks, and Conrail will install the ASES II PTC
for NJ TRANSIT operations on the Conrail Lehigh Line segment.
The track segments with freight operations will be provided with
V-ETMS for seamless freight PTC interoperability.

NJTPTCIMPPLNFNLV14Page 61 of 162
Non - Annual Grade
Route ML Annual PAX & Yard & Ruling Public Incident Line LRAR
Line ML PIH/TIH MTEA Crossing
Miles Track FRT Traffic Terminal Grade Venue History * Segments Rank
Track (cars) s
AC 60 60 2.4 < 10,000 < 35 0 2 0.7 43 27 2 5 9
BC 14.7 14.7 0 30,000 - 49,999 106 - 140 0 0 0.74 18 11 1 2 2
GL 22.1 22.1 0.3 10,000 - 29,999 0 0 1 2.02 26 9 2 2 5
HL 1 1 0 10,000 - 29,999 0 0 0 1.7 0 0 0 1 10
MC 26.1 26.1 0.4 10,000 - 29,999 < 35 1 0 1.55 28 24 2 2 3
ML 29.1 29.1 0 50,000 - 69,999 > 140 2 0 0.91 10 16 6 5 7
MT 60 60 1.2 > 70,000 < 35 3 2 1.82 23 29 19 8 6
MV 1 1 0 30,000 - 49,999 0 1 0 < 0.5 0 0 0 1 11
NJCL 45 45 1 30,000 - 49,999 > 140 2 1 1.7 97 20 3 4 1
PVL 23.6 23.6 1.3 10,000 - 29,999 < 35 1 0 0.99 57 12 1 2 4
RVL 39 39 6.8 10,000 - 29,999 < 35 1 0 1.37 22 18 2 3 8
SL 2 2 0 < 10,000 0 1 0 N/A 1 0 0 1 12

*: Incident history from last ten years excludes grade crossing incidents

AC: Atlantic City Line


BC: Bergen County Line
GL: Gladstone Line
HL: Hudson Line
MC: Montclair Boonton Line
ML: Main Line
MT: Morristown Line
MV: Morrisville Line
NJCL: North Jersey Coast Line
PVL: Pascack Valley Line
RVL: Raritan Valley Line
SL: Meadowlands Sport Line

Figure 6-3 Summary of Risk Assessment Data

NJTPTCIMPPLNFNLV14Page 62 of 162
6.6 PTC INSTALLATION PRIORITY
The results of the Lines Risk Assessment Report establishes the relative
level of risk and consolidates the risk for each line segment and results in
the following priority:
Figure 6-4 Risk Assessment Ranking and Factors

Consolidated
Line Risk Line Risk
Ranking Line Factor

1 North Jersey Coast Line 2.71


2 Bergen County Line 2.65
3 Montclair Line 2.39
4 Pascack Valley Line 2.26
5 Gladstone Line 2.25
6 Morristown Line 2.24
7 Main Line 2.13
8 Raritan Valley line 2.09
9 Atlantic City Line 1.96
10 Hudson Line 1.45
11 Morrisville Line 0.98
12 Sports Line 0.96

Since NT TRANSIT’s PTCIP is accompanied by an NPI, this Section 6 of


the PTCIP may be revised once the PTCDP is complete. These LRAR
priorities were then interpreted and applied by NJ TRANSIT to deploy
PTC technology in the manner described in the following Section 7
Deployment Sequence and Schedule and consistent with Section 11 Exceptions
to Risk Based Prioritization.

The practical deployment must consider the following factors:

 Successful Completion of the Prototype and Demonstration Test


 Manufacturer Production Resources
 Availability of NJ TRANSIT force to support installation
 Equipment “float” to permit vehicle retrofits
 Coordination of efforts by freight tenants to implement their V-
ETMS system
 Coordination with other on-going capital improvement project to
minimize conflict and combine certain work activities

NJTPTCIMPPLNFNLV14Page 63 of 162
 Practical allocation of construction resources to optimize
productivity

6.7 PTC INSTALLATION SEQUENCE

NJ TRANSIT intends to advance the installation and commissioning of


the ASES II PTC system on a line-by-line basis. The practical realities of
NJ TRANSIT’s operations, rail network, resources, referenced in Section 7
“Deployment Sequence and Schedule” reinforce the line-by-line approach.
NJ TRANSIT’s plan considers construction staging, crew productivity,
program continuity and progress, and the sequence of testing and
commissioning to permit “turning on” lines in a logical sequence with
other project elements (the office, rolling stock etc.).

Line Risk Total Line Average Line


Ranking Line (Route) Miles Risk Factor

1 North Jersey Coast Line 45.1 2.71


2 Bergen County Line 14.7 2.65
3 Montclair Line 26.1 2.39
4 Pascack Valley Line 22.9 2.26
5 Gladstone Line 22.1 2.25
6 Morristown Line 61.3 2.24
7 Main Line 29.1 2.13
8 Raritan Valley line 39.0 2.09
9 Atlantic City Line 58.0 1.96
10 Hudson Line 0.8 1.45
11 Morrisville Line 1.0 0.98
12 Sports Line 2.0 0.96

Total Route Miles 322.1

The table above shows the line risk ranking. The installation schedule will
be based on the Line Risk Ranking and corresponding Line Risk Factor.
The line with the highest risk, factor is ranked first in priority for PTC
system installation, therefore the Line Risk Ranking serves as the
foundation for implementation planning.

When NJ TRANSIT’s PTC Contractor is on-board the firm will be given a copy of
the Lines Risk Assessment Report to use in their project planning. NJ
TRANSIT will verify that the Contractor’s CPM reflects the priorities
established by the Line Risk Ranking.

NJTPTCIMPPLNFNLV14Page 64 of 162
7. DEPLOYMENT SEQUENCE & SCHEDULE [§236.1011(A)(5)]
This section defines the sequence, planned schedule, and decision basis for line segments
to be equipped, including the identified risk by line segment.

NJ TRANSIT’s deployment plan has been developed to achieve the RSIA08


objective of full PTC compliance on all main line Track by 31 December 2015. The
following reviews the route traffic, operational characteristics and attributes in
conjunction with PTC design, procurement and construction to develop a
deployment sequence that is both feasible and realistic.

Paralleling the development and application of PTC technology is preparation


and submission of “Deliverable Documents” to the FRA for evaluation and
approval. This PTCIP is the first of such official transmittals due on 16 April
2010. Since this PTCIP is accompanied by an NPI, NJ TRANSIT will be
submitting a PTCDP on 10 January 2011, 270 days following PTCIP submission.
Once the program is underway NJ TRANSIT will submit the PTCSP for
certification. Progress on these official documents will reflect progress on
technical, production and construction activity and resolution of interoperability
issues.

NJ TRANSIT’s PTC Procurement Program is structured to implement PTC in


three phases:

Phase I - Prototype Program: This phase requires the contractor to


prepare a prototype version of the functioning components effectively
“proving” the design concept. NJ TRANSIT must approve the results of
this test prior to authorizing the next phase.

Phase II- Demonstration/Pilot Program: This phase requires the


contractor develop the prototype equipment for a field test. This will
involve a field installation of the wayside equipment, mounting the on-
board equipment on two different locomotives, and scaled down version
of the NJ TRANSIT Rail Operations Center (“office”) interface linked via
an existing communications network. This demonstration test is designed
to prove the functionality and reliability of the technology and
components in a “real world” application and document those results.

Phase III – Full System Build Out: Once NJ TRANSIT verifies that the
Phase II test fulfills FRA and NJ TRANSIT requirements, authorization
for full build-out will be given. At that time a full production, installation
and test program will commence, in conjunction with associated training
for maintainers, dispatchers, engineers, vehicle technicians etc. Revisions
to operating rules and practices will be prepared. Specific equipment and
protocols for interoperability will implemented. Finally all necessary
supporting documentation will be assembled and forwarded to the FRA
for review and approval.

NJTPTCIMPPLNFNLV14Page 65 of 162
Progress on all three implementation phases above is influenced by practical
reality (e.g. production/labor), timing of document submissions, and resources
of consultants and contractors.

Technical and product advances for Phase III “Full System Build Out” are
constrained by the complexity of tasks involving prototype results,
demonstration results, hiring/training of installation crew, fleet availability for
vehicle modifications, office modifications, communications system
modifications and improvements, radio spectrum acquisition, freight
interoperability testing and coordination with freight installation, material
procurement, production, delivery, storing, staging; rule revisions, train crew
and dispatcher training, trouble-shooting, spare parts, maintenance
programming, documentation and failure tracking, FRA reporting and the safety
certification process to prepare a feasible deployment plan.

7.1 ROUTE CHARACTERISTICS


The NJ TRANSIT commuter rail network is comprised of two divisions,
the Newark Division and the Hoboken Division. Generally, train crews
are qualified on only one territory. Both crew management and consist
management maintain this type of separation, and consequently this
structure must be a consideration during PTC implementation
scheduling. The sequence of installation will be based in part on the
following:

 Traffic
 Operational Characteristics
 Attributes

NJ TRANSIT will deploy PTC on a “Division” basis, further prioritized


by route on a division. It is the nature of a commuter railroad to provide
service by route. NJ TRANSIT’s schedules, operations, crews,
maintenance, equipment and personnel resources are organized and
administered first on the basis of the Division, then on the basis of an
individual route. It simply is infeasible to install PTC on individual line
segments (or subsets) of a specific route or single commuter rail line.
While there are 12 lines designated for PTC installation, NJ TRANSIT’s
entire Newark Division (NEC, North Jersey Coast Line, Raritan Valley
Line and Atlantic City Line) operates on Amtrak’s NEC. So the Newark
Division will be the initial focus of deployment.

7.1.1 Traffic
NJ TRANSIT will assess the passenger traffic on each line, noting
the presence of any freight traffic, in particular PIH/TIH
movements.

NJTPTCIMPPLNFNLV14Page 66 of 162
7.1.2 Operations
NJ TRANSIT will assess the train control, number of tracks,
maximum allowable train speeds and anticipated improvements.
This is simplified by the fact that all NJ TRANSIT lines are
equipped CSS thus providing a high level of safety, and obviating
the need to prioritize by train control system.

7.1.3 Attributes
NJ TRANSIT does have a number of lines with multiple switches
however most of these are interlocked or electrically locked. NJ
TRANSIT has no rail-to-rail crossings at grade, however, a
number of lines do have highway-rail grade crossings. These at-
grade crossings will not experience any technical improvement or
changes as a result of PTC and therefore do not influence the
order of priority. NJ TRANSIT has a number of moving bridges
and while the CSS also provides requisite protection the presence
of a moving bridge may influence priority.

Since NJ TRANSIT is a commuter railroad, it has numerous


passenger stations. Therefore this attribute will affect priority. As
stated in Section 5 Interoperability all “foreign” equipment
operating on NJ TRANSIT tracks will be either ASES II or V-ETMS
to for PTC operational compatibility, so there is no effect on
deployment.

7.2 DEPLOYMENT PLAN


While route characteristics described above establish a starting point to
plan installation priorities, the installation sequence also has to factor in:

 Risk Ranking
 Availability of NJ TRANSIT forces to support installation
 Equipment “float” to permit vehicle retrofits
 Coordination of efforts by freight tenants to implement their V-
ETMS system
 Coordination with other on-going capital improvement project to
minimize conflict and combine certain work activities
 Practical allocation of construction resources to optimize
productivity

Ultimately the deployment plan must support the continuity of


construction progress and conform to practical realities of the availability
of facilities (e.g. NJ TRANSIT Rail Operations Center), fleet service
requirements, ordering of work in a logical and efficient flow, track
outages, communications system reliability while limiting impact on
passenger service, and assure that safety is not degraded during
installation.

NJTPTCIMPPLNFNLV14Page 67 of 162
This PTCIP is the first of such official transmittals due on 16 April 2010.
Since this PTCIP is accompanied by an NPI, NJ TRANSIT will be
submitting a PTCDP on 10 January 2011, 270 days following PTCIP
submission. Therefore, this PTCIP section will be updated accordingly
and refilled when the full PTCDP is filed.

The Deployment Sequence and Schedule is shown on Figure 7-1 this


shows that a number of critical milestones have been achieved since the
date of PTCIP submission by NJ TRANSIT.

 The PTCIP and NPI were submitted to the FRA by the


deadline. NJ TRANSIT was recently informed that its PTCIP
and NPI received “Provisional Approval” from the FRA, and
this revised PTCIP is being submitted to the FRA in response
to the 10 conditions cited in the FRA response to NJ TRANSIT.
 NJ TRANSIT’s PTC Procurement Package, known as “Design,
Furnish, Construct, Test and Commission, ASES II Positive
Train Control Project, Number 10-099X”, was officially
advertised on 20 July 10, and a pre-bid meeting was held with
prospective bidders on 3 August 10.

The PTC Procurement Package is on track as shown in this schedule. This


schedule also shows the specific deployment schedule including
subsystem development and track segment implementation consistent
with risk assessment.

NJTPTCIMPPLNFNLV14Page 68 of 162
Figure 7-1 NJ TRANSIT PTC Deployment Sequence and Schedule

NJTPTCIMPPLNFNLV14Page 69 of 162
7.2.1 PROGRESSIVE IMPLEMENTATION AND DEPLOYMENT OF ON-BOARD SYSTEMS

NJ TRANSIT’s program to retrofit its locomotive and cab car fleet with
the ASES II PTC on-board equipment is shown in Table XY below. This
information is derived from the PTC Deployment Schedule Contained in
Section 7, “Deployment Sequence and Schedule”. The table highlights the
equipment type, fleet size and relative percentage and the duration of the
program to retrofit each type of vehicle. The rate of production by
equipment type is shown, along with start and end dates of the retrofit
program. Typically the vehicle retrofits will commence at slower rate
than shown, and the pace will accelerate to a greater rate as the program
becomes more repetitive, so an average production rate was used.

Once each vehicle is outfitted with the on-board ASES II equipment, it


will then be returned to service, although the ASES II system will not be
fully functional until all wayside work, office work and testing an
commissioning is complete.

Figure 7-2 Fleet Deployment Schedule

NJT Fleet Fleet Fleet Retrofit Monthly Retrofit Retrofit


Size % Program Production Rate Start End
(months) of ASES II
Equipment
Retrofits
Electric 178 35 32 3.1 % of Electric Oct 2012 May
Locomotive Locomotive Fleet 2015
per month

Cab Car 211 42 29 3.5 % of Cab Car April Aug


Fleet per month 2013 2015

Diesel 112 23 24 4.2 % of Diesel Oct 2013 Sept


Locomotive Locomotive Fleet 2015
per month

Grand Total 501 100 NA

The Deployment Schedule shows that wayside work is occurring in


parallel with the vehicle work. The wayside activity is planned to take 30
months to complete the 322 miles of NJ TRANSIT routes. This wayside
installation will commence in April of 2013 and will be completed by
September of 2015. NJ TRANSIT is committing three (3) force account
gangs to maintain a production rate of approximately 11 miles (3.4% of

NJTPTCIMPPLNFNLV14Page 70 of 162
the route) per month. Also occurring in parallel will be the office work.
The objective is to have the three key system installations (vehicle,
wayside and office) complete in the same time period.

A pre-requisite for is completion of the office installation and its testing


and commissioning. Then the test and commissioning of the system lines
can begin. This occurs in mid-June 2014 and starts with the office, since
this the focal point of the entire PTC system. Once the office is officially
put into service the PTC system can be turned “on” individually, line by
line. The current schedule shows lines being turned “on” beginning in
June 2014 with all lines complete by November 2015. This allows 18
months for all lines. Each line must be tested and commissioned in the
sequence specified in the Lines Risk Assessment report, and will be
turned “on” in a serial order.

NJ TRANSIT’s plan to equip the electric locomotives and cab cars first is
driven by 1) the need to be interoperable with Amtrak. Amtrak’s PTC
system will be fully operational in advance of NJ TRANSIT’s system,
furthermore, the bulk of NJ TRANSIT’s service uses a portion of the NEC,
which is electrified; 2) Lines Risk Assessment Ranking of the North Jersey
Coast Line (an electrified line) as the first priority .

NJ TRANSIT’s approach to achieving these production goals include:

 Contractor Production and Schedule requirements contained in


NJ TRANSIT’s “Design, Furnish, Construct, Test and Commission
ASES II Positive Train Control Project” No. 10-099X Package
recently advertised (20 July 2010). This document also requires
that the vehicle work is performed in an off-site dedicated facility
for more effective control of the installation program.

 Three dedicated force account labor crews for installation of


wayside PTC equipment.

 NJ TRANSIT’s PTC Project Organization and staff dedicated to its


PTC Program. This is described in Section I.2.1 “Organizational
Relationships”. More specifically, overall responsibility for the
PTC Program is assigned to NJ TRANSIT’s Capital Planning and
Programs Department, and delegate the “New Starts” Project
group. Responsibility for the entire PTC Program is assigned to
the Director, Systems Engineering and Design. The PTC
Procurement Package has been assigned to the PTC Project
Manager who reports to the Director. The Director and Project
Manager are assisted by a PTC Consultant Support Services staff

NJTPTCIMPPLNFNLV14Page 71 of 162
who serve as an extension of staff with PTC Procurement tasks
and support systems integration and interface efforts. The
Director and Project Manager are also responsible for systems
integration and NJ TRANSIT rail operations and infrastructure
interface. This Consultant Support Services Contract was awarded
in December 2009 and is actively underway.

7.3 PTC Design


In order to meet the project schedule, the initial design of PTC
components will commence as soon as the procurement contract is
awarded. The objective is to begin design activities that are
sufficiently independent of one another to proceed independently
of system integration. Design subtasks include PTC Wayside
design, PTC On-Board design, PTC Radio and communications
design, and office design. These tasks will start with award of the
PTC Procurement Contract.

7.3.1.1 PTC WAYSIDE DESIGN


The initial PTC Wayside design lays out the locations of the
major PTC wayside components including the WIUs and
transponders. These are described in Section 9 Wayside Devices. A
survey of existing CILs will reveal if there is sufficient rack or
wall space or recommend external location and enclosure for the
equipment. Design will include detailed wiring diagrams for
interfacing with the existing train control system and
identification of the interface with the WIU determined later
during system integration in addition to the transponder
locations.

7.3.1.2 PTC ON-BOARD DESIGN


This activity will produce a detailed design including, conduits,
wiring, equipment mounting, installation, power supplies,
consideration of service access, for each vehicle type designated
for on-board PTC equipment. This design will accommodate
equipment placement for all potential vendor products. Rolling
stock to be equipped is described in Section 8 Rolling Stock.

7.3.1.3 PTC OFFICE DESIGN


This effort will involve a survey of NJ TRANSIT’s ROC for
placement and interfacing with the dispatcher’s controls and
displays. Space, power supply and service access along with
interface requirements will be determined. This activity will also
have to be coordinated with other ROC modifications associated
with other major NJ TRANSIT capital improvements.

NJTPTCIMPPLNFNLV14Page 72 of 162
7.3.2 WAYSIDE SURVEY AND MAPPING
This task involves review the existing NJ TRANSIT Geographical
Information System (GIS) database which is current as January 1,
2010, including all supporting ancillary data, LIDAR mapping etc.
Areas which are not covered or provide insufficient content will
be surveyed to provide accurate and details suitable for PTC.

7.3.3 PTC RADIO AND COMMUNICATIONS DESIGN


This task will evaluate and define the required PTC coverage area.
Additionally, the effort will identify whether new wayside
infrastructure is required or existing resources can be adapted. A
radio survey will be performed to establish operating
requirements on the NJ TRANSIT system. The survey will also
investigate the availability of 220 MHz spectrum for the PTC data
radio and investigate options to acquire this spectrum. This
activity is currently underway using the services of a consultant.

The communications designer will layout the BCP requirements at


interlockings and proceed up to a stage where the System
Integrator must participate. This will include the design of the
BCP enclosure, communications link between the BCP and Safety
Server, wayside CILs, and MCPs on-board equipment and any
other activity that does not immediately require systems
integration.

7.3.4 PROCUREMENT
NJ TRANSIT has proceeded with two primary procurement
activities. The first stage was the acquisition of consultant services
to assist with the PTC design, engineering, prototype,
demonstration, production, safety certification and FRA
documentation aspects of the program, while providing technical
support and oversight of the PTC Contractor. This stage is
complete and consultant support for the program has now begun.

The second stage is advertisement and award of a contract for


procurement and installation the PTC system in accordance with
FRA and NJ TRANSIT requirements. The Procurement
documents have been prepared are being reviewed and packaged
for advertisement by NJ TRANSIT’s Procurement Department in
accordance with NJ TRANSIT public bidding requirements.

7.3.5 CONSTRUCTION
NJ TRANSIT’s PTC Procurement Program is structured to
implement PTC in three phases:

Phase I - Prototype Program: This phase requires the contractor to


prepare a prototype version of the functioning components
effectively “proving” the design concept. NJ TRANSIT must
approve the results of this test prior to authorizing the next phase.

NJTPTCIMPPLNFNLV14Page 73 of 162
Phase II- Demonstration/Pilot Program: This phase requires the
contractor develop the prototype equipment for a field test. This
will involve a field installation of the wayside equipment,
mounting the on-board equipment on two different locomotives,
and scaled down version of the NJ TRANSIT Rail Operations
Center (“office”) interface linked via an existing communications
network. This demonstration test is designed to prove the
functionality and reliability of the technology and components in
a “real world” application and document those results.

Phase III – Full System Build Out: Once NJ TRANSIT verifies that
the Phase II test fulfills FRA and NJ TRANSIT requirements,
authorization for full build-out will be given. At that time a full
production, installation and test program will commence, in
conjunction with associated training for maintainers, dispatchers,
engineers, vehicle technicians etc. Revisions to operating rules and
practices will be prepared. Specific equipment and protocols for
interoperability will implemented. Finally all necessary
supporting documentation will be assembled and forwarded to
the FRA for review and approval.

7.3.5.1 WAYSIDE LINES


All wayside equipment including the transponders, antennas,
enclosures, site preparation, foundations, conduit and wiring,
cabling to BCPs, WIUs and existing CILs will be performed by
NJ TRANSIT forces in accordance with the Contractor’s design,
using material and components supplied by the Contractor.

Preparations for the PTC cut-over of a given line are listed


below. Some may occur in parallel:

 Contractor site investigations, design reviews, and


analysis

 Contractor identification of, design of, procurement of,


and/or installation of – ancillary supporting functions
and systems, including radio spectrum, power
distribution and availability, communications,
permitting, etc

 Contractor wayside systems design with NJ TRANSIT


staff reviews, with multiple stages that may require
operations analysis prior to completion

 Contractor production and delivery of wayside


equipment

NJTPTCIMPPLNFNLV14Page 74 of 162
 Construction and installation of all wayside equipment, -
this item has many components, performed by
Contractor and by NJ TRANSIT forces.

 Systems integration with other lines, office systems, and


adjacent railroads (where applicable)

 Training of all personnel affected by the line


modifications (this area includes maintenance personnel
and train crews, requiring crew management tasks)

At least three NJ TRANSIT installation gangs will work


concurrently for wayside signal equipment installations at
different locations, with Contractor support for each gang.
Concurrently, the Contractor will be installing all wayside
communications equipment, and will be supported by NJ
TRANSIT (Roadway Worker Protection, access to locations, etc).
Dependent upon other work, NJ TRANSIT may require
additional personnel, which will require work class specific
training prior to some work being performed.

7.3.5.2 VEHICLES
The Contractor will retrofit all designated rolling stock with
equipment and material provided by the vendor. This will
include installation of the new locker, mounting brackets for
radios, antennas, and all other on-board equipment, removal of
old event recorder and replacement with new CHER, cabling
and connections, ASCES II card files, speed sensors, new SES
where required, MCP radio, associated alarms and switches.

7.3.5.3 OFFICE
The Contractor will provide all new racks, BOS, Safety Servers,
communications interface equipment to support the PTC
functions and the dispatcher’s controls and displays. Power
supply and service access will be determined by the Contractor
and NJ TRANSIT will provide these facility resources. All office
systems must be complete prior to the first PTC line cut-over and
completion.

Concurrent with the onboard and wayside installation work, the


office design, installation, and integration will be performed, and
will include the engineering database development and all
testing.

The office systems work includes a significant level of research


and software systems development to provide integration with
the existing office and with the ASES II and V-ETMS
components. Office maintenance and reporting functions

NJTPTCIMPPLNFNLV14Page 75 of 162
development must include security and configuration
management, along with engineering tools for access to some
system components for maintenance, engineering, and testing
purposes.

The office systems completion must include functional testing of


all systems on a fully equipped line, and is anticipated to require
multiple iterations prior to acceptance for use and subsequent
dispatcher training. The completion of these tasks will follow
multiple lines being ready for completion and with a large
portion of the vehicle fleet available for use. The initial PTC
system implementation of a single line will be reliant upon the
office completion more than any other single factor.

7.3.6 SYSTEM INTEGRATION


The Contractor will provide system integration services to assure
NJ TRANSIT a fully functioning system in accordance with PTC
Project requirements and FRA regulations. This system will
include all wayside, on-board, radio, communications, and back-
office systems. All system components and functions will be
integrated to function seamlessly and fail safe. This will apply to
all V-ETMS functions that interface with NJ TRANSIT’s system.

7.3.7 SAFETY CERTIFICATION


The Contractor’s effort will also include complete submission of
all documents and data required to obtain “Safety Certification” of
the PTCSP from the FRA. All field testing will be documented.

7.3.8 RULES AND TRAINING


NJ TRANSIT will revise its rule books and provide training for all
operating and maintenance personal to address the requirements
of operating and maintaining the new PTC system and
components. The Contractor will provide initial training and
materials to all NJ TRANSIT personnel as appropriate. Training
and qualification programs will be scheduled and tailored to
office control, locomotive engineers and other operating
personnel, and roadway workers.

Personnel training must be completed for all users of the system


and for all personnel that will maintain the system. This is
necessary not only for safety and to provide reliable operations,
and is required by regulation. The level of effort required to train
the minimum number of personnel for the first PTC line
implementation is significant, and lines implementation order of
priority is affected by the training program.

NJ TRANSIT operates multiple shops and terminals, all of which


require that trained rail equipment personnel are available for

NJTPTCIMPPLNFNLV14Page 76 of 162
both routine and trouble-shooting maintenance tasks prior to PTC
implementation on the associated lines and vehicles. Personnel
training, parts provisioning, and coordination of the maintenance
with the PTC implementation is a requirement for reliable
operations for regularly scheduled service.

Since NJ TRANSIT organizes its service by the Hoboken and


Newark Divisions and these divisions are associated with lines
and use of vehicles, this also provides an initial structure for
organizing the two major divisions for training. All Newark
Division train crews must be trained for Northeast Corridor trains
as an initial priority, followed by the subsequent cut-over of NJ
TRANSIT lines. Hoboken Division train crews will be provided
training separately and consistent with the schedule for lines
implementation. Similarly, vehicle maintenance personnel will be
trained by Division as vehicle are outfitted, and wayside
personnel training will progress in a similar manner for the
appropriate classes of personnel. Office personnel will receive
training consistent with the initial office functional testing and
prior to any NJ TRANSIT line being placed in service.

In all cases, the completion of system training for the appropriate


personnel is mandatory prior to a vehicle type or a line being
placed in service. The final schedule to deployment and
implementation of any single line will also be subject to the
resource management necessary for providing for all personnel
training associated with the line.

7.3.9 MAINTENANCE
NJ TRANSIT recognizes that the existing maintenance regime will
have to be adapted to the requirement of the new technology. The
Contractor will provide initial guidelines consistent with Federal
regulations and vendor recommendations. Training, manuals,
parts lists, special tools and test equipment along with sufficient
spare parts will be provided by the Contractor as part of the PTC
program.

7.3.10 DOCUMENTATION AND FOLLOW-UP


NJ TRANSIT will maintain all required documentation of
performance and reliability records. It requires the Contractor to
participate in trouble-shooting and malfunction/failure analysis.

NJTPTCIMPPLNFNLV14Page 77 of 162
8. ROLLING STOCK [§236.1011(A)(6)]
This section identifies rolling stock that will be equipped with the PTC technology.

NJ TRANSIT will equip all locomotives, MU’s, and cab cars in the rail operations fleet
with the onboard ASES II PTC system prior to December 31, 2015 consistent with the
requirements of 49 CFR Part 236. The information in this Section describes the onboard
implementation consistent with the present NJ TRANSIT Fleet Plan. The Fleet Plan is
subject to change based upon factors that include budget, operational needs, ridership,
and schedule modifications. Additional vehicles may be acquired or other changes not
reflected below prior to December 31, 2015, and this information will be updated if and
when this may be necessary.

8.1 ROLLING STOCK TO BE EQUIPPED [§ 236.1011(A)(6)(I)]


The following existing active NJ TRANSIT vehicles will be PTC
equipped:
21 Comet IV cab cars (numbered 5011 through 5031, non-
consecutive)
84 Comet V cab cars (numbered 6000 through 6083, consecutive)
50 Multi-Level Cab Cars (numbered 7000 through 7049,
consecutive)
14 ALP-44-O locomotives (numbered 4400 through 4413,
consecutive with one no longer active unit)
12 ALP-44-M locomotives (numbered 4420 through 4431,
consecutive)
5 ALP-44-E locomotives (numbered 4415 through 4419,
consecutive)
29 ALP-46 locomotives (numbered 4600 through 4628,
consecutive)
11 F-40 locomotives (numbered 4113 through 4129, non-
consecutive)
42 GP-40 locomotives (numbered 4100 through 4112, consecutive;
numbered 4200 through 4219, consecutive; numbered 4136
through 4150, non-consecutive)
4 GP-40 locomotives (non-revenue service, numbered 4300
through 4303, consecutive)
33 PL-42 locomotives (numbered 4000 through 4032, consecutive)
4 P-40 locomotives (numbered 4800 through 4803, consecutive)
5 MP-20 locomotives (non-revenue service, numbered 1001
through 1005, consecutive)
Total of 314 Vehicles to be Equipped

NJTPTCIMPPLNFNLV14Page 78 of 162
The following existing active NJ TRANSIT vehicles will not be PTC
equipped, but will be retired prior to December 31, 2015:

230 Arrow III electric multiple unit (EMU) cars

As these vehicles are retired, new vehicles will be arriving. The schedule
will be adjusted as required to accommodate the new vehicles. At this
time, the following vehicles are scheduled to be active on NJ TRANSIT
prior to December 31, 2015, and will be scheduled for update or
installation as appropriate:
29 ALP-46A locomotives
89 ALP-45 dual power locomotives
41 Multi-Level II cab cars
159 total additional vehicles
In addition to the NJ TRANSIT rolling stock described above, NJ
TRANSIT will work with Metro North to install the NJ TRANSIT ASES II
PTC system onboard selected Metro North rolling stock that are operated
and maintained by NJ TRANSIT. This includes:
6 F-40 locomotives (numbered 4115 through 4194, non-
consecutive)
7 GP-40 locomotives (numbered 4900 through 4906, consecutive)
15 Comet V cab cars (numbered 6700 through 6714, consecutive)
28 total Metro North vehicles
The aggressive schedule provides for a total of 501 vehicles within the 3
year installation period.

8.2 SCHEDULE [§ 236.1011(A)(6)(II)]


The schedule for installation of PTC equipment on all identified rolling stock by
December 31, 2015. The schedule identifies groups of equipment, the timeframe
in which the installation is planned for that group, and other measurable
supporting task completion dates that are relevant.

The schedule provides for one locomotive and one cab car to be equipped
as a part of the PTC system site demonstration. Upon acceptance of the
demonstration by NJ TRANSIT and the FRA, the Contractor will proceed
with design and installation for all other identified NJ TRANSIT rolling
stock.

At that time, the design will be complete for only two vehicle types, those
used in the demonstration. These are anticipated being the Comet V cab
car and an ALP-46 electric locomotive. Therefore, as matter of efficiency,
these two vehicles must be the first vehicles scheduled for installation.

NJTPTCIMPPLNFNLV14Page 79 of 162
Concurrently, design will progress to provide for installation on all other
vehicles.

All onboard systems engineering and installation includes an initial


prototype installation prior to acceptance for fleetwide installation on the
vehicle type. All vehicle installations will be performed off-site, and will
require careful consist management to provide the necessary vehicles.
The schedule provides for installation on three vehicles concurrently and
provides one week for a single installation, plus requires the vehicle be
unavailable for service for up to an additional week to provide for staging
and travel to and from the installation site. Prototype fitting and testing
shall be done concurrent with installation that is ongoing with other
vehicle types. This requires that the off-site facility provides the area for 4
vehicles’ installation, plus storage track.

This installation, initially covering the two vehicle types for which
prototype design and installation becomes accepted as a part of the
demonstration, is scheduled to begin by January 1, 2013. At that time, the
design will begin for all other vehicle types, to be followed by a prototype
installation and test prior to additional vehicles of that type receiving the
system installation. All installation is scheduled to be complete by
December 1, 2015.

8.3 TENANT RAILROADS [§ 236.1011(A)(6)(III)(A) AND (B)]


NJ TRANSIT identifies the actions to be taken to ensure tenant railroads will
equip rolling stock with compatible PTC for operation on the host railroad’s PTC
territories.
NJ TRANSIT has requested that each tenant freight railroad operating on
a NJ TRANSIT line provide the identification of all locomotives that may
be in the lead upon entry to a NJ TRANSIT PTC equipped line, and to
include the schedule for installation (and approval or certification, if
required). The following railroads operate as tenant railroads on NJ
TRANSIT lines that will be PTC equipped:
 Conrail
 Morristown & Erie Railroad
 Norfolk Southern
 Southern Railroad of New Jersey
NJ TRANSIT will include the tenant railroad PTC implementation on
rolling stock within the PTC lines priority for implementation, where
applicable.
NJ TRANSIT requires that all lead locomotives be operating with a fully
functional and compatible PTC system prior to operating on a NJ
TRANSIT PTC equipped line. As a part of PTC implementation, NJ
TRANSIT is performing modifications to interlockings and other areas at

NJTPTCIMPPLNFNLV14Page 80 of 162
locations where a freight tenant railroad has the potential of entry to a NJ
TRANSIT mainline that will be PTC equipped. At each such location, the
V-ETMS will enforce a Stop Signal prior to reaching the interlocking, and
at other than interlockings (hand-operated switches), V-ETMS will be
provided for stop enforcement, as applicable.

8.3.1 TENANT RAILROAD ROLLING STOCK

All tenant locomotives operating over NJ TRANSIT PTC equipped


trackage will be required to be equipped with a functioning PTC
system, prior to entry. The system proposed at this time for freight
tenants is the “de facto” freight standard V-ETMS system. This
technology is described and illustrated in Section 3.3 of the
“Technology” portion of this PTCIP

Metro-North Railroad will use NJ TRANSIT’s ASES II system, on


all locomotives and cab cars. All vehicle work will be performed
by NJ TRANSIT’s Contractor and conform to NJ TRANSIT
requirements. All MNR vehicle work will be scheduled by NJ
TRANSIT.

These requirements will be codified in the “PTC Interoperability


Agreement” between NJ TRANSIT and the tenant railroads.

Existing PTC Rolling Stock Schedule


Tenant System
Railroad
Metro-North ASES II 6 F-40 locomotives 2013 to
Railroad (4115 through 4194, 2014
non consecutive); 7
GP-40 locomotives
(4900 to 4906);
15 Comet V cab cars
(6700 to 6714)
Conrail V-ETMS Conrail will use NS, TBD,
CSX or other V-ETMS prior to
equipped power in Dec 2015
the lead. See Norfolk
Southern table entry
below. Refer to NS
PTCIP Appendix D or
CSX PTCIP for
equipment roster.

NJTPTCIMPPLNFNLV14Page 81 of 162
Norfolk V-ETMS Equipping 3,411 of 2015
Southern 3,756 units with
V-ETMS. Refer to NS
PTCIP Appendix D
for equipment roster.
CSX V-ETMS CSX does not access 2015
NJT tracks.
Morristown V-ETMS 2 – C424 Alco (#18, 2014
and Erie #19)
1 – EMD SW 1500 (#2)
Southern V-ETMS Plans to use NS “run- 2015
Railroad of though” power,
New Jersey equipped with V-
(SRNJ) ETMS or equip its
own power. Refer to
NS PTCIP Appendix
D for equipment
roster.
New York Not
Susquehanna Applicable
& Western refer to
(NYS&W) Section 5
V-ETMS
Cape May Not
Seashore Applicable
Line (CMSL) refer to
Section 5

NJ TRANSIT’s PTC Interoperability Agreement requires that each


freight tenant provide a roster of V-ETMS PTC equipped
locomotive to NJ TRANSIT. This roster must be updated when a
new piece of equipment is introduced.

This agreement also establishes all joint use protocols between the
host and tenant to avoid conflict. Only that equipment listed on
the roster will be permitted access to NJ TRANSIT PTC equipped
routes. This clear dichotomy of V-ETMS equipped versus non-
equipped should eliminate conflicts and avoid
misunderstandings.

8.4 VEHICLE-BORNE EQUIPMENT INSTALLATION


The onboard SES sub-systems include all components required for the
ASES II to function as a complete package, but not including the CSS
system logic, CSS pick-up coils, and ancillary CSS only components.
These sub-systems include the SES logic, the Speed Display Unit (SDU),
acknowledge buttons, decelerometer (if required for specific application),

NJTPTCIMPPLNFNLV14Page 82 of 162
speed sensors, transponder antenna, data radio and antenna, GPS (if
required for specific application), and all interfaces to other onboard
systems.
The SES onboard components will include a Crash Hardened Event
Recorder (CHER) for any vehicles that are not already equipped with a
suitable CHER. Vehicle mounted equipment is shown below:

Figure 8-1 On-Board Equipment Installation Schematic

9. WAYSIDE DEVICES [§236.1011(A)(7)]


This section identifies wayside devices or subsystems, which must be installed for the
PTC system.

The wayside systems described in this section will be provided as a part of the
PTC implementation. The schedule is discussed in Section 7 “Deployment
Sequence and Schedule”.
NJ TRANSIT PTC implementation includes four distinct wayside system
elements:
1. ASES II PTC systems (equipment furnished by PTC supplier, installed by
NJ TRANSIT forces).
2. PTC communications systems (furnished and installed by PTC supplier)
3. PTC Installation - with NJ TRANSIT as Tenant on a Line (equipment
furnished by NJ TRANSIT, installed by host railroad forces)
4. V-ETMS PTC systems (equipment furnished by PTC supplier, installed
by NJ TRANSIT forces).

NJTPTCIMPPLNFNLV14Page 83 of 162
5. Ancillary Modifications to Existing NJ TRANSIT Infrastructure
(equipment furnished and installed by PTC supplier, certain installation
by NJ TRANSIT forces)

9.1 ASES II WAYSIDE SYSTEMS


The ASES II PTC systems will be provided on all NJ TRANSIT lines, and
will require the installation of all SES components, and may require
modification to some CSS components that are already installed.
Installation of SES components will require training of NJ TRANSIT
communications and signal personnel for both installation and
maintenance, and will require training of all personnel that are affected
by the subsequent modifications to the Roadway Worker Protection rules
and functions. All NJ TRANSIT rail operations personnel that are directly
impacted by the wayside and/or office ASES II PTC functions will
require training as lines and sub-systems are placed in service.

Figure 9-1 NJ TRANSIT PTC System Schematic

The ASES II PTC wayside components include:


 Cab Signal System (CSS)
 Speed Enforcement System (SES) wayside components,
including SES Supporting Communications Systems

NJTPTCIMPPLNFNLV14Page 84 of 162
All NJ TRANSIT lines that will be ASES II PTC equipped are presently
equipped with CSS and will not require additional CSS components for
the wayside systems.
The SES wayside components include:
 Track mounted passive transponder
 Wayside Interface Unit (WIU)
 Base Communications Package (BCP)
 SES Supporting Communications Systems
Transponders. The passive transponders may be installed as single units
(only where directional information is not required, determined during
design), in pairs (required for providing direction of movement), or in
groups of three or four units (as may be required for additional message
content capability). In no case will transponders be located more than
5,000 feet apart (actual design may indicate this to be 4,000 feet).
Transponder pairs (or groups of 3 or 4) will be located in approach to
every interlocking and in approach to every hand-operated switch that
provides entry to the ASES II PTC equipped line.
It is estimated that approximately 2,000 passive transponders will be
required for the NJ TRANSIT lines.
Wayside Interface Units. A WIU will be provided at every interlocking
to interface the signal system and interlocking status to the office systems
and the adjacent SES data radio system (Base Communications Package,
or BCP). Depending upon the supplier and engineering approach, it is
possible that some WIU’s may actually be a modification to an existing
microprocessor interlocking component, but this cannot be identified as
practical at this time.
It is estimated that one new WIU and supporting equipment will be
installed at every interlocking, requiring that 97 WIU’s be installed.
Base Communications Package (BCP). The BCP includes the SES
wayside data radio and supporting equipment within the case or
bungalow, and its radio antenna and structure. A BCP will be required
for every interlocking area. The radio coverage analysis will be used in
conjunction with the wayside system design to optimize the utilization of
each BCP and its associated radio antenna location. NJ TRANSIT has
some antenna tower structures in place that will be utilized where
possible, with free-standing towers to be installed where necessary for
proper radio coverage. In some areas where interlockings are relatively
close, a single BCP will be used for two or more interlockings when
practical to do so. In most cases, installation of a BCP will include the
radio with its supporting apparatus and the antenna structure with its
antenna.

NJTPTCIMPPLNFNLV14Page 85 of 162
It is estimated that 70 BCP locations with 70 antenna structures will be
required.
SES Supporting Communications Systems. In addition to the BCP
requirements and communications links between office and wayside
systems, provisions for the Personal Remote Terminal (PRT) for Roadway
Worker Protection will be provided for every PTC equipped line. This
will require the development and purchase of the PRT units and
“gateways” to provide for cellular service for PRT use where commercial
cellular access is unavailable. These are anticipated to be necessary in
very rural locations.
It is estimated that 10 PRT gateway locations will be required and 120
PRT units will be required.

9.2 PTC COMMUNICATIONS SYSTEMS


NJ TRANSIT PTC implementation has four distinctly different
communications requirements, and these are described below, with
additional information provided in the SES and V-ETMS wayside systems
requirements.
1. Dispatcher Office to Wayside Device data communications.
The NPI identifies that NJ TRANSIT expects the ASES II supplier to
provide serial communications between the dispatcher’s office and
each wayside location using existing NJ TRANSIT communications
links. NJ TRANSIT is upgrading these communications links on one
line, as identified in “Ancillary Infrastructure Modifications” below,
prior to the PTC installation.
During the initial prototype and demonstration phases of PTC
implementation, this will not be available, but is intended to be
simulated by the supplier during the demonstration.
2. Wayside systems ASES II data radio to NJ TRANSIT vehicle
onboard systems.
The ASES II data radio procurement is of two parts - 1) the data
radio (base station) that will be installed, generally, at each
interlocking, which will be an identical radio to the onboard ASES II
data radio (mobile); and, 2) the spectrum procurement to provide for
use of the data radio in the 217 - 222 MHz spectrum.
The ASES II data radio procurement is required to be a sole source
procurement of the radios that will be provided to Amtrak for their
220 MHz modification to ACSES II.

NJTPTCIMPPLNFNLV14Page 86 of 162
The initial wayside to onboard data radio will be provided for
prototype testing and demonstration using the existing Amtrak 900
MHz ACSES II data radio, under ATCS 200 standards. The
transition to the Amtrak 220 MHz data radio standard is required
for all ASES II systems, as the system becomes available.
3. Wayside systems V-ETMS data radio to tenant freight vehicle
onboard systems.
The data radio provided for the NJ TRANSIT V-ETMS installation
for freight interoperability will be an off-the-shelf 220 MHz system
as provided for other North American freight ETMS type systems,
and shall be provided along all NJ TRANSIT PTC equipped lines
where freight operations are permitted.
4. Wayside cellular service gateway for Roadway Worker Personal
Remote Terminal operation.
As a part of the PTC design, cellular coverage will be provided for
use of Personal Remote Terminals along all NJ TRANSIT PTC
equipped lines. Where reliable commercial cellular service is
unavailable, NJ TRANSIT will provide a gateway, providing a
reliable link from the PRT to a commercial cellular phone service
provider.

Figure 9-2 PTC System Office Schematic

9.3 PTC INSTALLATION - WITH NJT AS TENANT ON A LINE


NJ TRANSIT operates on a section of Conrail Lehigh Line that is
presently equipped with an Automatic Block Signal system including
Traffic Control System (TCS). Conrail will equip the NJ TRANSIT
operations track segment with all wayside and office components of the
NJ TRANSIT ASES II. This will provide a cab signal system (CSS) and the
transponder/data-radio based SES components as a part of the wayside
systems, and provides the safety server with engineering database and

NJTPTCIMPPLNFNLV14Page 87 of 162
dispatcher interfaces as a part of the office systems. All of these sub-
systems will be provided by NJ TRANSIT in a similar manner and of the
same products and supplier as the ASES II PTC being installed on NJ
TRANSIT lines.
NJ TRANSIT will coordinate this PTC work with Conrail, including
associated documentation, engineering, and training.

9.4 V-ETMS BCP


A BCP must be provided for each WIU providing a WIU interface, and
must include a V-ETMS antenna. An additional antenna structure is not
required except where an SES antenna is unavailable.
It is estimated that 62 V-ETMS BCP will be required and 2 V-ETMS
antenna structures with antennas.
The approach to the PTC line will include V-ETMS provided by the NJ
TRANSIT interlocking for certain locations where the tenant railroad may
not have PTC on the adjacent line. These are detailed below.
a. Atlantic City Line.
NJ TRANSIT will provide for V-ETMS in approach to the Atlantic
City Line by Southern Railroad of New Jersey trains at CP Griff. This
will provide an enforced Stop. All SRNJ locomotives that may operate
in the lead on NJ TRANSIT PTC lines shall be required to be
equipped with a V-ETMS onboard system that is fully compatible
with the NJ TRANSIT system.
b. Morrisville Line. MY interlocking
NJ TRANSIT will provide for V-ETMS in approach to MY
interlocking on the Morrisville Line by Conrail. This will provide an
enforced Stop. All Conrail locomotives that may operate in the lead
on NJ TRANSIT PTC lines shall be required to be equipped with a V-
ETMS onboard system that is fully compatible with the NJ TRANSIT
system.
c. North Jersey Coast Line. Bank Interlocking
NJ TRANSIT will provide for V-ETMS in approach to Bank
interlocking on the North Jersey Coast Line by Conrail. This will
provide an enforced Stop. All Conrail locomotives that may operate in
the lead on NJ TRANSIT PTC lines shall be required to be equipped
with a V-ETMS onboard system that is fully compatible with the NJ
TRANSIT system.
d. Raritan Valley Line. Clark interlocking
NJ TRANSIT will provide for V-ETMS in approach to Clark
interlocking on the Raritan Valley Line by Norfolk Southern. This will
provide an enforced Stop. All Norfolk Southern locomotives that may
operate in the lead on NJ TRANSIT PTC lines shall be required to be

NJTPTCIMPPLNFNLV14Page 88 of 162
equipped with a V-ETMS onboard system that is fully compatible
with the NJ TRANSIT system.

9.5 PTC SYSTEM INSTALLATION


The NJ TRANSIT PTC Program consists of three basic phases:
 Phase I. System prototype development and test
 Phase II. Limited system installation design, installation, site test
and demonstration
 Phase III. System-wide design, procurement, installation, and
implementation
The PTC implementation schedule is based upon all documentation,
development, and demonstration work being completed and an FRA
Type Approval being provided such that PTC system installation can
begin by January 1, 2013.
NJ TRANSIT forces will install all wayside signal apparatus, with the
PTC supplier (Contractor) installing all other PTC equipment.
The schedule provides for three full time installation gangs, plus
additional staff for support and testing. The cut-over of any line or line
segment will be coordinated with training of the personnel necessary
(rules and safety personnel, train crews, dispatchers, communications
personnel, signal personnel, roadway worker personnel) with consist
management to provide the appropriate rolling stock for the line.
All lines are scheduled to be complete and in service for the ASES II PTC
and all V-ETMS systems by December 1, 2015.

Figure 9-3 PTC System Wayside Schematic

NJTPTCIMPPLNFNLV14Page 89 of 162
Quantity Summary of Wayside PTC Components

Component Estimated
Quantity
Passive Transponder 2,000
Wayside Interface Unit (ASES II) 97
Base Communications Package (ASES II) 70
Personal Remote Terminal (PRT) units 120
PRT Gateway Locations 10
WIU Interface (V-ETMS to ASES II WIU) 64
WIU (for V-ETMS only) 2
Base Communications Package (V-ETMS) 66

Figure 9-4 Quantity Count of Wayside Components

The counts above may vary based on final design and site-specific
installation requirements.

9.6 ANCILLARY MODIFICATIONS TO EXISTING NJT INFRASTRUCTURE


This section discusses additional changes to NJ TRANSIT’s existing
infrastructure essential to PTC implementation but not within direct
scope of the program.

ATLANTIC CITY LINE COMMUNICATIONS


Since Office to Wayside Communications is an integral part of PTC
implementation a reliable wayside to office communications system must
be available. NJ TRANSIT has identified one line where serial
communications is unreliable in its present condition and cannot be
utilized for PTC.
NJ TRANSIT is providing communications line upgrades to one line, the
Atlantic City Line, in preparation for PTC installation. The present use of
leased lines for office to wayside communications is insufficient for PTC
use. Prior to January 2013, this system will be upgraded to provide data
radio transmission to a point where a dedicated high speed
communications link to the office is established.
ATLANTIC CITY LINE MATERIAL MODIFICATIONS
NJ TRANSIT proposes material modifications on the Atlantic City Line as
a part of PTC implementation on this line, to provide for an enhanced
level of safety than that which is provided with the current signal system
arrangement. The track layout and road diagram for this area is attached
as “Beach” below. The present layout provides split point derails in
approach to the movable bridge for both northbound and southbound
train moves. The present arrangement is consistent with FRA
requirements for providing protection in approach to a movable bridge

NJTPTCIMPPLNFNLV14Page 90 of 162
using old technology, but presenting a hazard that can be eliminated by
means of PTC technologies.
NJ TRANSIT proposes to remove all derails in approach to the movable
bridge and to provide stop enforcement to all trains in approach to the
bridge by using PTC technologies. It is proposed that upon placing the
ASES II PTC system in service on this line and all trains operating on this
line, or line segment, being equipped with PTC, the derails be removed
from service. The layout for this area begins at the southbound home
signals at Beach Interlocking, and extends to the northbound home
signals at Atlantic Interlocking. NJ TRANSIT’s design will remove the
four derails, one on each track for each direction, as a material
modification to be performed during the implementation of PTC at these
interlockings.

NJTPTCIMPPLNFNLV14Page 91 of 162
Figure 9-5 "BEACH" Interlocking - Atlantic City Line

NJTPTCIMPPLNFNLV14Page 92 of 162
10. TRACK DESIGNATION – MAINLINE OR NON-MAINLINE
[§236.1011(A)(8)]
This section identifies which track segments NJ TRANSIT identifies as main line and
non-main line track. This the tracks included in the MTEA as main line track, with a
reference to the MTE

NJ TRANSIT operates over approximately 340 route miles of NJ TRANSIT


trackage, and has one line (Raritan Valley Line) that operates as a tenant for five
miles over another railroad (Conrail’s Lehigh Line). All NJ TRANSIT lines
include main line tracks, as defined in 49 CFR 236. NJ TRANSIT’s operations on
the NEC are described in Amtrak’s’ PTCIP.

The NJ TRANSIT lines are identified in the Summary Table (below). The Subpart
I regulations categorizes track as “mainline” or non-mainline for purposes of
applicability of PTC requirements. Also defined is a third category Main Track
Exclusion Addendum (MTEA) also not subject PTC requirements. The Table and
following discussion details the NJ TRANSIT system, with all track designations
as “mainline” or “non-mainline” shown in Section 10.1, with a brief summary of
areas subject to the Main Track Exclusion Addendum provided in Section 10.2

A set of GIS Shapefiles is provided on CD-ROM (labeled as NJTRANSIT_2010) as


an attachment to this Section.

Figure 10-1 NJ TRANSIT LINES - Summary

Length Main Incl. Non-


NJ TRANSIT Line Existing
(mi) Line Main Line

Atlantic City Line 60 CSS YES YES

Bergen County Line 14 CSS YES NO

Gladstone Line 22 CSS YES YES

Hudson Line 1 CSS YES YES

Main Line 30 CSS YES YES

Millstone Running Track 1 Run.Trk YES YES

NJTPTCIMPPLNFNLV14Page 93 of 162
Montclair Line 26 CSS YES YES

Morristown Line 57 CSS YES YES

Morrisville Line 1 CSS NO YES

North Jersey Coast Line 45 CSS YES YES

Pascack Valley Line 23 CSS YES YES

Princeton Line 3 DCS YES YES

Raritan Valley Line 38 CSS YES YES

River Line 32 ATS NO YES

Sports Line 2 CSS YES NO

10.1 NJ TRANSIT LINES


All NJ TRANSIT lines and track is described within this Section, provided
in alphabetical order and includes main line and non-main line track.
This does not include track that is essentially solely Light Rail Operations.

10.1.1 ATLANTIC CITY LINE


This line begins at MP B0.0 Shore Interlocking (Amtrak, on the
Northeast Corridor), continues to MP B2.3 at CP Jersey, which is
also MP 0.0, and to MP 58.0 Atlantic City. This is a single track rail
line with multiple passing sidings, non-electrified, with two
movable bridges. The line terminates at Atlantic City with a
terminal area that includes station platforms and hand-operated
switches, where present operations are under Station Track rules.
A Main Line Track Exclusion is requested for this terminal.

This line is equipped with Automatic Block Signal system (ABS),


with a Traffic Control System (TCS) for bi-directional signaling,
and with Cab Signal System (CSS) on all main line tracks. The line
will be equipped with ASES II PTC on all main line tracks. The
track segments with freight operations will be provided with V-
ETMS for seamless freight PTC interoperability.

Atlantic City Line – Main Line Track


MP-MP Length MP B0.0 - MP B2.3/MP 0.0- MP 58.0 - 60 miles

Interlockings 15
Grade Crossings 43

NJTPTCIMPPLNFNLV14Page 94 of 162
H.O Switches 8
Rules in Effect ABS, TCS, CSS, Station Track
Includes Terminal Yes, MP 58.0
MTEA Status MTEA at terminal

Atlantic City Line – Non-Main Line Track


Track Name Industrial Track
MP-MP & Length MP 0.0 – MP 1.3 - 1.3 miles
Grade Crossings 1
H.O Switches n/a
Rules in Effect Industrial Track

Track Name Lindenwold Industrial Track


MP-MP & Length MP 11.3 – MP 11.6 - 0.3 miles
Grade Crossings 0
H.O Switches 1
Rules in Effect Out of Service

Track Name Berlin Maintenance-of-Way Track


MP-MP & Length MP 16.8 – MP 16.9
Grade Crossings 0
H.O Switches 0
Rules in Effect Out of Service

Track Name Winslow Connecting Track


MP-MP & Length MP 27.1 – MP 27.7 - 0.7 miles
Grade Crossings 0
H.O Switches 2
Rules in Effect Conrail Operating Rules

10.1.2 BERGEN COUNTY LINE


This two track non-electrified line runs from MP 4.3 (connection to
the Main Line at Laurel) to MP 19.0 (connection to the Main Line

NJTPTCIMPPLNFNLV14Page 95 of 162
at Ridgewood Junction). At MP 7.6, it provides the connection to
the Pascack Valley Line (PVL, beginning of Line). The line
includes one movable bridge.

This line is equipped with ABS, TCS, and CSS on all main line
tracks. The line will be equipped with ASES II PTC on all main
line tracks. The track segments with freight operations will be
provided with V-ETMS for seamless freight PTC interoperability.

Bergen County Line – Main Line Track


MP-MP & Length MP 4.3 - MP 19.0 – 14.7 miles
Interlockings 4
Grade Crossings 18
H.O Switches 13
Rules in Effect ABS, TCS, CSS
Includes Terminal NO
MTEA Status None

Bergen County Line – Non-Main Line Track


Track Name n/a

10.1.3 GLADSTONE LINE


A single track electrified rail line with passing sidings beginning
at connection to the Morristown Line at Summit at MP 20.0, and
going to MP 41.9 CP East Gladstone, with a yard and terminus
that includes Gladstone Station going up to MP 42.3.

This line includes one short non-signaled siding at MP 31.0


accessed at each end over electrically locked hand operated
switches that is not main track.

This line is equipped with ABS, TCS, and CSS from MP 20.1 to MP
41.9. The line will be equipped with ASES II PTC on all main line
tracks, except for the MTEA area. The track segments with freight
operations will be provided with V-ETMS for seamless freight
PTC interoperability.

A Main Line Track Exclusion Addendum is provided for


operations from MP 41.9 to Gladstone Station, with operations at
Restricted Speed and not exceeding 10 mph.

Gladstone Line – Main Line Track

NJTPTCIMPPLNFNLV14Page 96 of 162
MP-MP & Length MP 20.1 – MP 42.2 – 22.1 miles
Interlockings 5 (includes 1 CP with no switches)
Grade Crossings 26
H.O Switches 6
Rules in Effect ABS, TCS, CSS, Station Track
Includes Terminal No
MTEA Status MP 41.9 – MP42.2, Gladstone Station Track

Gladstone Line – Non-Main Line Track


Track Name Gladstone Yard
MP-MP & Length MP 41.9 – MP 42.2
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

10.1.4 HUDSON LINE


This electrified line connects NJ TRANSIT Meadows Maintenance
Complex (MMC) at MP 0.0 to Amtrak’s Northeast Corridor at MP
0.8. This line includes three tracks at MP 0.0 converging to single
track at Cape interlocking, MP 0.3, and is single track from about
MP 0.35 to MP 0.8. This line has one interlocking and one private
two track grade crossing at MP 0.1.

This line is equipped with ABS, TCS, and CSS on all tracks. The
line will be equipped with ASES II PTC on all main line tracks.
The V-ETMS will be provided for seamless freight PTC
interoperability.

Hudson Line – Main Line Track


MP-MP & Length MP 0.0 – MP 0.8 – 0.8 miles
Interlockings 1
Grade Crossings 0
H.O Switches 0
Rules in Effect ABS, TCS, CSS
Includes Terminal No
MTEA Status None

NJTPTCIMPPLNFNLV14Page 97 of 162
Hudson Line - Non-Main Line Tracks
Track Name Meadows Maintenance Complex
MP-MP & Length Begins at MP 0.0
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

10.1.5 MAIN LINE


This predominantly double track passenger service non-electrified
line runs from MP 2.2 West End to MP 31.3 (Division Post,
connection to Southern Tier), and includes one single track line
segment at MP 5.0 for a movable bridge. However, this line has
four tracks from MP 2.2 to MP 4.3, and 3 tracks from MP 20.3 to
MP 23.6.

This line is equipped with ABS, TCS, and CSS on all tracks, with
the exception of MP 30.5 to 31.3 which is ABS only. The line will
be equipped with ASES II PTC on all main line tracks. The track
segments with freight operations will be provided with V-ETMS
for seamless freight PTC interoperability.

NJ TRANSIT Main Line – Main Line Track


MP-MP & Length MP 2.2 – MP 31.3 – 29.1 miles
Interlockings 8
Grade Crossings 10
H.O Switches 22
Rules in Effect ABS, TCS, CSS
Includes Terminal No
MTEA Status None

NJ TRANSIT Main Line – Non-Main Line Track


Track Name Rockland Running Track
MP-MP & Length Begins MP 30.5
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track

Track Name Waldwick Yard


MP-MP & Length Begins MP 23.6
Grade Crossings n/a
H.O Switches n/a

NJTPTCIMPPLNFNLV14Page 98 of 162
Rules in Effect Yard
10.1.6 MILLSTONE RUNNING TRACK
NJ TRANSIT operates on this line segment under an agreement
with Amtrak to provide access to a passenger station adjacent to
the Northeast Corridor MP 32.8 in New Brunswick, NJ.
Operations are under Station Track rules. This Running Track
provides for loading and unloading of passengers at the Jersey
Avenue Station platform, the terminus of all westbound passenger
trains on this track, and the start for eastbound passenger trains
on this track.

Adjacent to this track is County Yard, and multiple hand operated


switches are present for yard operation.

This non-signaled track movement authority is under Amtrak


Dispatcher, using Running Track rules, with movement at
Restricted Speed. This line provides regularly scheduled
passenger service but a Main Line Track Exclusion is requested
based upon limited operations at Restricted Speed.

Millstone Running Track – Main Line Track


MP-MP & Length Begins at NEC (County Intlkg, 5E Signal), < 1 mile
in length
Interlockings 0
Grade Crossings 0
H.O Switches 5
Rules in Effect Running Track
Includes Terminal No
MTEA Status MTEA requested

Millstone Running Track - Non-Main Line Tracks


Track Name County Yard
MP-MP & Length Adjacent to Millstone Running Track, < 1 mile in
Grade Crossings n/a
length
H.O Switches n/a
Rules in Effect Yard

10.1.7 MONTCLAIR LINE (INCLUDES FORMER BOONTON LINE)


This is an electrified line that begins as double track from
Roseville Interlocking on the Morristown Line at MP 9.0 and
extends as a double track electrified line to MP 16.5 . The line

NJTPTCIMPPLNFNLV14Page 99 of 162
continues as single track non-electrified territory from MP 16.5 to
end-of-line at MP 33.9, Denville, connecting to the Morristown
Line again.

This line is equipped with ABS, TCS, and CSS on all tracks. The
line will be equipped with ASES II PTC on all main line tracks.
The track segments with freight operations will be provided with
V-ETMS for seamless freight PTC interoperability.

Montclair Line – Main Line Track


MP-MP & Length MP 9.0 – MP 33.9 – 24.9 miles
Interlockings 5
Grade Crossings 28
H.O Switches 11
Rules in Effect ABS, TCS, CSS
Includes Terminal No
MTEA Status None

Montclair Line – Non-Main Line Track


Track Name Great Notch Yard
MP-MP & Begins at MP 15.5
Grade n/a
Length
H.O Switches n/a
Crossings
Rules in Yard
Effect

Track Name Pompton Industrial Track


MP-MP & MP 21.3
Grade n/a
Length
H.O Switches n/a
Crossings
Rules in Industrial Track
Effect
Track Name Center Siding
MP-MP & MP 12.6 – MP 12.7
Grade n/a
Length
H.O Switches n/a
Crossings
Rules in
Effect

10.1.8 MORRISTOWN LINE


This line runs from MP 0.0 at Hoboken Station to MP 58.0 Bill
Block Limit Station (BLS), and is electrified from MP 0.0 to MP

NJTPTCIMPPLNFNLV14Page 100 of 162


38.1. Generally, this is a three track line to MP 16.5, then two
tracks to MP 45.2, and single track to 58.0. The line includes a
terminal area, at MP 0.1, with a passenger station terminus at MP
0.0. This line includes a main line station track from MP 56.8 to
MP 56.9, with operations at Restricted Speed and not to exceed 20
mph for passenger trains and 10 mph for freight trains.

This line is ABS and CSS on all main line tracks from MP 0.0 to
MP 56.8, with TCS on most line segments. The line will be
equipped with ASES II PTC on all main line tracks, except for the
MTEA area. The line segments with freight operations will be
provided with V-ETMS for seamless freight PTC interoperability.

Morristown Line – Main Line Track


MP-MP & Length MP 0.0 – MP 58.0 – 58.0 miles
Interlockings 20
Grade Crossings 23
H.O Switches 16
Rules in Effect ABS, TCS, CSS, Station Track
Includes Terminal Yes, MP 0.0- MP 0.1 Terminal
MTEA Status MTEA requested MP 56.8 - MP 56.9

Morristown Line – Non-Main Line Track


Track Name Dover Running Track
MP-MP & Length MP 36.9 – MP 38.1 1.2 miles
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track

Track Name Center Street Branch


MP-MP & Length MP 5.7
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Verbal Permission

Track Name Hoboken Yard Tracks


MP-MP & Length MP 0.0
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

NJTPTCIMPPLNFNLV14Page 101 of 162


Track Name Summit Yard
MP-MP & Length MP 20.1
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Dover Yard


MP-MP & Length MP 38.1
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Port Morris Yard


MP-MP & Length MP 46.7
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

10.1.9 MORRISVILLE LINE


This is a short NJ TRANSIT line providing access to the
Morrisville Yard from the Northeast Corridor for non-revenue
and non-passenger operations. All NJ TRANSIT train movements
are for entry or exit to the Morrisville Yard facility from or to
Amtrak’s Northeast Corridor at Morris Interlocking, at MP 58.

This line is CSS on all tracks and includes one interlocking, with
interlocking rules in effect for the entire line. All dispatching
operations and signal maintenance on this line are performed by
Amtrak, by agreement.

Although this line is non-main line, NJ TRANSIT will provide


PTC on the line.

For wayside equipment integration purposes, Amtrak and NJ


TRANSIT will be in agreement with PTC decisions on this line.
The PTC wayside apparatus and the design for its installation are
anticipated being done as a part of the Amtrak ACSES II/CSS
upgrades to the adjacent Morris interlocking location. ACSES II
wayside apparatus with support for V-ETMS is expected,
simplifying integration with CETC, and simplifying maintenance
and training requirements for the field personnel.

Morrisville Line – Main Line Tracks

NJTPTCIMPPLNFNLV14Page 102 of 162


None

Morrisville Line – Non-Main Line Track


MP-MP & Length MP 0.-0 – MP 1.0 – 1.0 miles
Interlockings 1
Grade Crossings 0
H.O Switches 0
Rules in Effect Interlocking, CSS
Includes Terminal Yes. MP 1.0, Morrisville Yard
MTEA Status None

10.1.10 NORTH JERSEY COAST LINE


The line begins at Amtrak’s Union Interlocking at MP 19.7 on the
Northeast Corridor, to MP E0.2 Graw Interlocking, continuing the
“East” mileposts to MP E6.7 which is also MP 0.0 River
Interlocking. The line continues to MP 38.0 Bay Head Station,
connecting to the terminus at Bay Head Yard.

At MP 20.4, an electrically locked hand operated switch provides


a connection to the Monmouth Running Track. This track,
although not in regular use, provides a “special event schedule”
passenger service for what may best be described as a yearly
event at the adjacent Monmouth Park, with trains limited to
Restricted Speed not exceeding 5 mph. No signal system is in
place on this track. This is described below as a Non-Main Line
Track, as regularly scheduled passenger service is not provided,
so a main line track exclusion is requested.

This line is equipped with ABS and CSS on all main line tracks.
The Long Branch to Bay Head line segment is not TCS, however
all other main line tracks are TCS equipped. The line will be
equipped with ASES II PTC on all main line tracks, except for the
MTEA line segment. The line segments with freight operations
will be provided with V-ETMS for seamless freight PTC
interoperability.

North Jersey Coast Line – Main Line Track


MP-MP & Length MP E0.0 – E6.1 / MP 0.0 – MP 38.1 – 45 miles
Interlockings 14
Grade Crossings 97

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H.O Switches 18
Rules in Effect ABS, TCS, CSS
Includes Terminal Yes. MP 38.1, Bay Head Yard
MTEA Status None

North Jersey Coast Line - Non-Main Line Tracks


Track Name Essay Running Track
MP-MP & Length MP 0.7
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track

Track Name Church Running Track


MP-MP & Length MP 1.3
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track

Track Name Monmouth Running Track


MP-MP & Length Begin MP 20, 1 mile
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track. Note: MTEA for passenger
operations

Track Name Long Branch Yard


MP-MP & Length Begin MP 22.4
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Bay Head Running Track


MP-MP & Length MP 38.1
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Running Track

Track Name Bay Head Yard Tracks


MP-MP & Length MP 38.1
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard
10.1.11 PASCACK VALLEY LINE
This line runs from MP 7.7 (connection to Bergen County Line) to
MP 31.3, Woodbine Yard. This line is single track with passing
sidings. The signaling ends at MP 30.5 CP Spring, and there is no
passenger service west of MP 30.5, a terminal area.

NJTPTCIMPPLNFNLV14Page 104 of 162


This line is equipped with ABS, TCS, and CSS on all tracks. The
line will be equipped with ASES II PTC on all main line tracks.
The track segments with freight operations will be provided with
V-ETMS for seamless freight PTC interoperability.

Pascack Valley Line – Main Line Track


MP-MP & Length MP 7.7 – MP 31.3, 23.6 miles
Interlockings 13
Grade Crossings 57
H.O Switches 6
Rules in Effect ABS, TCS, CSS, NORAC 562 (cab-no-wayside)
Includes Terminal Yes. MP 31.3, Woodbine Yard
MTEA Status None

Pascack Valley Line – Non-Main Line Track


Track Name Long Siding
MP-MP & Length MP 8.9 - MP 9.6, 1.3 miles
Grade Crossings No
H.O Switches 1
Rules in Effect Industrial Siding

Track Name Woodbine Yard


MP-MP & Length MP 31.3
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

10.1.12 PRINCETON LINE


This electrified passenger service line runs from MP 0.0 to MP 2.7.
This line consists of a single track, with one emergency run-
around siding, and includes a terminal running track at each end.
The terminal tracks extend beyond the station areas at each end,
and are non-main line track.

This line has no signaling and operations are under DCS Rules,
providing for a single train on the line at any time, with only one

NJTPTCIMPPLNFNLV14Page 105 of 162


train present on this line at any time during normal operations.
There are no freight operations on this line. This line provides
regularly scheduled passenger service but a Main Line Track
Exclusion is requested based upon the temporal separation, as no
second train may be present when a train is in normal operation.

Princeton Line – Main Line Track


MP-MP & Length MP 0.0 - MP 2.7, 2.7 miles
Interlockings 0
Grade Crossings 3 (2 are in parking lot)
H.O Switches 2
Rules in Effect DCS
Includes Terminal Yes. at Nassau Running Track and
University Running Track
MTEA Status MTEA requested under temporal separation

Princeton Line – Non-Main Line Track


Track Name Nassau Running Track
MP-MP & Length Begin MP 0.0, approximate 500 feet length
Grade Crossings 0
H.O Switches 0
Rules in Effect Running Track

Track Name University Running Track


MP-MP & Length Begin MP 2.7, less than 500 feet length
Grade Crossings 0
H.O Switches 0
Rules in Effect Running Track

10.1.13 RARITAN VALLEY LINE


For passenger service descriptions only, the Raritan Valley Line
includes Conrail Lehigh Line from Conrail CP NK (MP 11.4) to
MP 16.6, NJ TRANSIT CP Aldene. This is described in Section
10.3. NJ TRANSIT passenger operations exist between MP 15.0
Conrail CP Aldene and MP 54.0 for the Raritan Valley Line.

This line runs from MP 15.0 CP Aldene to the end of the NJ


TRANSIT line at MP 60.1 (and track continues as Norfolk
Southern Central Industrial Track, although not in use). This is a

NJTPTCIMPPLNFNLV14Page 106 of 162


non-electrified line, with double track from MP 15.0 to MP 37.0
and single track from MP 37.0 to MP 60.1.

All main line track, except for the Station Track segment, is
equipped with ABS, TCS, and CSS. The line will be equipped with
ASES II PTC on all main line tracks. The track segments with
freight operations will be provided with V-ETMS for seamless
freight PTC interoperability.

Two line segments fall in this line’s area for which NJ TRANSIT
does not have effective operating control.

 As a part of NJ TRANSIT Raritan Valley Line passenger


service, NJ TRANSIT operates passenger trains on the Conrail
Lehigh Line from Conrail CP NK (MP 11.4) to MP 16.6, NJ
TRANSIT CP Aldene (MP 15.0 on the Raritan Valley Line).
This line segment is a two track line is TCS on both tracks and
includes three interlockings, and no highway-rail grade
crossings. This is a Conrail freight line that is required to be
PTC equipped because it provides regular passenger service
operations for NJ TRANSIT.

 NJ TRANSIT provides freight operations, but no passenger


service, on the Middlebrook Industrial Track, beginning at MP
32.4 on the Raritan Valley Line. This line is identified as a
Norfolk Southern non-main line track, for which PTC is not
required.

Raritan Valley Line – Main Line Track


MP-MP & Length MP 15.0 – MP 54.0, 39 miles
Interlockings 9
Grade Crossings 22
H.O Switches 15
Rules in Effect ABS, TCS, CSS, Station Track Rules
Includes Terminal No
MTEA Status MP 52.1 – MP 54.0 Station Track

Raritan Valley Line – Non-Main Line Track


Track Name Raritan Valley Line, Single Track
MP-MP & Length MP 54.0 – MP 60.1, 6.1 miles
Grade Crossings 0
H.O Switches 2

NJTPTCIMPPLNFNLV14Page 107 of 162


Rules in Effect None, Track Out of Service (SI RV 133)

Track Name Garwood Industrial Track


MP-MP & Length Begins MP 18.1
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Industrial Track

Track Name Plainfield Yard


MP-MP & Length Begins MP 22.7
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Rock Industrial Track


MP-MP & Length Begins MP 23.9
Grade Crossings 0
H.O Switches 6n/a
Rules in Effect Industrial Track

Track Name Dunellen Yard


MP-MP & Length Begin about MP 25.3
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Bound Brook Yard


MP-MP & Length Begin about MP 30.3
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Bound Brook Siding


MP-MP & Length MP 31.0
Grade Crossings n/a
H.O Switches n/a
Rules in Effect

Track Name Raritan Yard


MP-MP & Length Begins MP 36.1 and at Raritan Running Track
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

NJTPTCIMPPLNFNLV14Page 108 of 162


Track Name Raritan Running Track
MP-MP & Length MP 36.2 – MP 36.9, 0.7 miles
Grade Crossings 0
H.O Switches 1
Rules in Effect Running Track

Track Name MW Siding Track


MP-MP & Length Begin MP 52.2
Grade Crossings 0
H.O Switches n/a
Rules in Effect

10.1.14 RIVER LINE


NJ TRANSIT provides light rail operations on this line under a
temporal separation plan. This line does not provide regularly
scheduled passenger service requiring PTC, nor does it provide
for any Class 1 freight operations. Therefore, this line is
designated as non-main line.

The line begins in Camden at MP -0.5 as light rail operations with


street running, line of sight operations. The transition to shared
use occurs at MP 1.6 extending to MP 33.2.

From MP 1.6 to MP 33.2 the line is equipped with ABS, TCS, and
Automatic Train Stops (ATS), with ATS functional for light rail
operations only (waiver of 49 CFR 236.566).

River Line – Main Line Track


None

River Line – Non-Main Line Track


Track Name Single Track & Controlled Sidings
MP-MP & Length MP 1.6 - MP 33.2, 31.6 miles
Grade Crossings 57
H.O Switches 17
Rules in Effect TCS, ATS, INT (20 interlockings) – Light Rail
Shared Use
Track Name SNJ Yard
MP-MP & Length Entry MP 2.8 and MP 3.3
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

NJTPTCIMPPLNFNLV14Page 109 of 162


Track Name Freight Siding
MP-MP & Length MP 5.3 – MP 5.7, 0.4 miles
Grade Crossings n/a
H.O Switches n/a
Rules in Effect

Track Name Freight Siding


MP-MP & Length MP 16.1 – MP 16.8, 0.7 miles
Grade Crossings n/a
H.O Switches n/a
Rules in Effect

Track Name Burlington South Yard


MP-MP & Length Begin at MP 16.9
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Conrail Yard Lead


MP-MP & Length MP 18.5 – MP 19.6, 1.1 miles
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Freight Siding


MP-MP & Length MP 19.8 – MP 22.4, 2.6 miles
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Trenton Layup


MP-MP & Length Begin MP 32.9
Grade Crossings n/a
H.O Switches n/a
Rules in Effect Yard

Track Name Trenton Terminal Tracks


MP-MP & Length MP 33.1 – MP 33.2, 0.1 miles

NJTPTCIMPPLNFNLV14Page 110 of 162


Grade Crossings n/a
H.O Switches n/a
Rules in Effect n/a

10.1.15 SPORTS LINE


This double track passenger service line extends from MP 0.0 to
MP 2.0, its terminus at Meadowlands Station. At MP 0.0, it
connects with the Pascack Valley Line, at MP 8.4 Sport
Interlocking.

This line is equipped with TCS and CSS with “cab-no-wayside”


on all tracks, except the Station Tracks at Meadowlands Station,
where movements are made at Restricted Speed and not
exceeding 10 mph. The line will be equipped with ASES II PTC on
all main line tracks. The track segments with freight operations
will be provided with V-ETMS for seamless freight PTC
interoperability.

Sports Line – Main Line Track


MP-MP & Length MP 0.0 - MP 2, 2 miles
Interlockings 1
Grade Crossings 1
H.O Switches 0
Rules in Effect TCS, CSS, Station Tracks, NORAC 562
Includes Terminal No
MTEA Status (cab-no-wayside)
None
Sports Line - Non-Main Line Tracks
Track Name n/a

10.2 MAIN LINE TRACK EXCLUSION ADDENDUM


NJ TRANSIT has multiple locations that are addressed in detail within
the MTEA, where PTC will not be provided under the initial PTC
implementation. Section 13 contains the regulatory specifics and
justification for the MTEA.

 Passenger Terminal Exception. 236.1019(b) NJ TRANSIT has only


one main line terminal area for which this exception is requested, the
Hoboken Terminal, and this is addressed within the MTEA. This is
the terminus of the Morristown Line.

 Limited Operations Exception. 236.1019(c)(1)(i) NJ TRANSIT has


multiple locations where passenger service terminates addressed in
the MTEA, and all trains are limited to Restricted Speed, with a
maximum of 20 mph or a lower speed. These include a Station Track
on the Gladstone Line, the Station Tracks on the Millstone Running
Track, the Station Tracks on the Atlantic City Line, a Station Track on
the Morristown Line, and a station connecting track, the Monmouth
Running Track, connecting to the North Jersey Coast Line.

NJTPTCIMPPLNFNLV14Page 111 of 162


 Limited Operations Exception. 236.1019(c)(1)(ii) NJ TRANSIT has
one line, the Princeton Line that consists of a single train on the line
that meets the requirements of temporal separation, and this is
addressed in the MTEA.

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11. EXCEPTIONS TO RISK BASED PRIORITIZATION [§236.1011(A)(9)]
This section identifies and describes NJ TRANSITS’s basis for determining
implementation prioritization, and that the risk-based prioritization in § 236.1011(a)(4)
is not practical as associated with some lines/line segments.

11.1 GENERAL
While route risk rankings (provided by the LRAR) described in Section 6
establish a starting point for the installation priorities, the sequence also
has to factor in:

 Successful Completion Of The Prototype And Demonstration Test


 Manufacturer Production Resources
 Availability Of NJ TRANSIT Forces To Support Installation
 Equipment “Float” To Permit Vehicle Retrofits
 Coordination Of Efforts By Freight Tenants To Implement Their
V-ETMS System
 Coordination With Other On-Going Capital Improvement Projects
To Minimize Conflict And Combine Certain Work Activities
 Practical Allocation Of Construction Resources To Optimize
Productivity
 Crew Training And Management

Ultimately the deployment plan must support the continuity of


construction progress and conform to practical realities of the availability
of facilities (e.g. NJ TRANSIT Rail Operations Center), fleet service
requirements, ordering of work in a logical and efficient flow, track
outages, communications system reliability while limiting impact on
passenger service, and assure that safety is not degraded during
installation.

The considerations summarized above have generated the deployment


sequence described in Section 7, and resulted in a plan that deviates from
ordered adherence to LRAR rankings. These modifications and the
rationale for adjusting priorities from the LRAR rankings are described
within this section.

11.2 VEHICLE AVAILABILITY


A major deployment consideration for NJ TRANSIT is vehicle
availability, There are two issues, one is simple removal from operating
inventory for outfitting the vehicle with on-board equipment. This is
fairly straightforward.
The second involves equipment management. Unfortunately not all
rolling stock can be use on all lines interchangeably. In some cases NJ
TRANSIT has captive or restricted applications of the fleet to certain lines
or service. One example arises from NJ TRANSIT’s electrified lines and
non-electrified lines, which naturally precludes the use of electric motive

NJTPTCIMPPLNFNLV14Page 113 of 162


power on non-electrified lines. Conversely, no diesel motive power is
permitted into Penn Station New York. Consequently, NJ TRANSIT must
assure that the lines that receive the first installation of PTC equipment
also has a corresponding fleet that can operate via PTC.
This complexity is compounded by the fact that NJ TRANSIT’s entire
Newark Division (NEC, North Jersey Coast Line, Raritan Valley Line and
Atlantic City Line) operates on Amtrak’s NEC. Furthermore NJ
TRANSIT’s Hoboken Division Mid-Town Direct Service (Morristown
Line, Gladstone Line, and Montclair Line) also use a segment of Amtrak’s
NEC. So only a portion of NJ TRANSIT’s commuter rail operation is
entirely separate and apart from Amtrak’s NEC.
Therefore, it is critical that NJ TRANSIT is driven by the need to achieve
interoperability with Amtrak to maintain operational continuity and
service integrity in the deployment of PTC technology.
NJ TRANSIT’s plan to outfit the fleet with the on-board PTC equipment
is outlined in Section 8 Rolling Stock and includes electric locomotives,
diesel-electric locomotives and a variety of cab cars.

11.3 CREW MANAGEMENT


NJ Transit engineers and conductors must be able to work a continuous
work day on multiple lines, consistent with Division and service
requirements noted above.

11.4 PRODUCTIVITY AND ALLOCATION OF RESOURCES


Prior to the completion of the first PTC cut-over and placement in service,
multiple crews will concurrently be performing design, installation, and
prototype or interim testing, involving the following:

 wayside communications and signal locations (well in excess of 100


locations)
 NJ TRANSIT engineering personnel full-time
 Contractor personnel performing site surveys, systems analysis, PTC
design and integration
 Contractor providing all product research and development
 Contractor providing final product for installation
 rolling stock (about 100 vehicles)
 NJ TRANSIT personnel for design, installation support, testing,
consist and crew management, and staging of vehicles
 Contractor personnel performing all design and installation
 office systems (entire system must be complete)
 NJ TRANSIT personnel providing office modifications and
integration, with design review and testing

NJTPTCIMPPLNFNLV14Page 114 of 162


 Contractor providing all design, equipment, integration with other
systems, configuration management, documentation, and testing
 maintenance and training equipment (for most yard and shop
locations, field support locations, and all training facilities)
 NJ TRANSIT providing facilities for PTC maintenance equipment, for
PTC training equipment, and distribution of equipment, parts, and
documentation
 Contractor to provide all maintenance equipment, spare parts,
training apparatus, and system documentation
Also prior to this first line implementation:

 all documentation required by the FRA will be updated and


distributed (but not final as-built drawings, etc)

 all user training and maintenance training will be completed for


the affected personnel consisting of (for first cut-over only),
about:

 36 dispatchers and office personnel

 250 locomotive engineers

 30 vehicle maintenance personnel

 8 office engineering personnel

 90 wayside maintenance personnel

Upon completion of the first line, all other lines will progress in a similar
manner. The deviation from the Lines Risk Assessment Report is limited
to that required to allow a line to be placed in service (trained personnel,
line and vehicles equipped). A full discussion of risk prioritization is not
possible in this submission since NJ TRANSIT is filing an NPI that will be
updated with the filing of the PTC DP.

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12. STRATEGY FOR FULL DEPLOYMENT [§236.1011(B)]
NJ TRANSIT’s PTCIP describes full system deployment therefore this section
does not apply to NJ TRANSIT at this time.

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13. MAIN LINE TRACK EXCLUSION ADDENDUM [§236.1019]
This section contains any Main Line Track Exclusion Addendum (MTEA), which
the railroad shall use to designate track as non-mainline as defined by
§236.1019.

Subpart I of the regulations categorizes tracks as “mainline” and “non-mainline”


for applicability of PTC requirements. That section also permits the exclusion of
certain “mainline tracks” from PTC requirements. In Section 10 NJ TRANSIT
designated certain line segments over which scheduled intercity and commuter
passenger service is provided, as other than main line track, and therefore PTC
regulations do not apply. On those non-mainline tracks NJ TRANSIT performs
certain operations on non-main line track that are designated as yard tracks,
running tracks, industrial tracks, or siding tracks where no passenger operations
are present.

In this section, NJ TRANSIT focuses on mainline track that is being excluded


from the PTCIP based on criteria cited in § 236.1019. NJ TRANSIT has identified
seven line segments for which a Main Line Track Exclusion (MTEA) is requested.
The description of the line segments and justification for the exclusion are
provided below.

13.1 MTEA NO. 1. MORRISTOWN LINE

Exception of the following line segment is requested based upon §


236.1019(b):

Eastern terminus of the Morristown Line, named Terminal Interlocking,


from the end of track for each platform station track at east end of
Terminal Interlocking and up to the eastbound interlocking signal of each
entry track. Interlocking and CSS rules are in effect within Terminal
Interlocking, with a maximum authorized speed of 15 mph on all tracks
and for all movements.

This area meets, or will meet, all requirements of § 236.1019(b):

(b) Passenger terminal exception. FRA will consider an exception in the case of
trackage used exclusively as yard or terminal tracks by or in support of regularly
scheduled intercity or commuter passenger service where the MTEA describes in
detail the physical boundaries of the trackage in question, its use and
characteristics (including track and signal charts) and all of the following apply:
(1) The maximum authorized speed for all movements is not greater than 20
miles per hour, and that maximum is enforced by any available onboard PTC
equipment within the confines of the yard or terminal;
(2) Interlocking rules are in effect prohibiting reverse movements other than on
signal indications without dispatcher permission; and
(3) Either of the following conditions exists:

NJTPTCIMPPLNFNLV14Page 117 of 162


(i) No freight operations are permitted; or
(ii) Freight operations are permitted but no passengers will be aboard
passenger trains within the defined limits.

(1) The maximum authorized speed is limited to not greater than 20 mph
(present MAS is 15 mph) and this will be enforced by the onboard PTC
systems on all tracks.
(2) Interlocking rules are in effect and reverse movements are prohibited
except by signal indication or dispatcher permission. (present NORAC
Operating Rule 621)
(3) No freight operations are permitted in Terminal

This terminal area includes 20 track terminus points (17 passenger


platform tracks, extending from each end of track, each with an
eastbound fixed inoperative Stop Signal; and, 3 additional tracks at the
southern limits) to the eastbound home signals at Terminal. The
maximum authorized speed is 15 mph for passenger trains. Eastbound
entry is from both main line tracks and multiple adjacent yard tracks.

Terminal Interlocking are provided in Diagram 1A, 1B, and 1C.

NJTPTCIMPPLNFNLV14Page 118 of 162


Figure 13-1 MTEA No. 1 Morristown Line Diagram 1A

NJTPTCIMPPLNFNLV14Page 119 of 162


Figure 13-2 MTEA No. 1 Morristown Line Diagram 1B

NJTPTCIMPPLNFNLV14Page 120 of 162


Figure 13-3 MTEA No. 1 Morristown Line Diagram 1C

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13.2 MTEA No. 2. ATLANTIC CITY LINE

Exception of the following line segment is requested based upon §


236.1019(c)(1)(i):

The Atlantic City Line terminal Station Tracks, from the northbound
home signals at Atlantic Interlocking to the end of track, for all five
existing tracks. Operations on the Station Tracks are limited to Restricted
Speed, and not to exceed 10 mph (reference NJ TRANSIT System
Timetable No. 5, AC-98).

This area currently meets all requirements of § 236.1019(c)(1)(i).

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …

The interlocking area and Station Tracks are provided as Diagram 2.

NJTPTCIMPPLNFNLV14Page 122 of 162


Figure 13-4 MTEA No. 2 Atlantic City Line Diagram 2

NJTPTCIMPPLNFNLV14Page 123 of 162


13.3 MTEA No. 3. GLADSTONE LINE

Exception of the following line segment is requested based upon §


236.1019(c)(1)(i):

Gladstone Station Track, from the western limits of Gladstone Station


platform to the eastbound home signal at East Gladstone, MP 41.9.

This area meets, or will meet, all requirements of § 236.1019(c)(1)(i):

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …

The Gladstone Station Track has a maximum authorized speed of 10 mph


(reference NJ TRANSIT System Timetable No. 5, GS 98). This area
currently meets all requirements of § 236.1019(c)(1)(i).

The track diagram is provided as Diagram 3.

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Figure 13-5 MTEA No. 3 Gladstone Line Diagram 3

NJTPTCIMPPLNFNLV14Page 125 of 162


13.4 MTEA No. 4. MILLSTONE RUNNING TRACK

Exception of the line segment upon which NJ TRASNIT provides


passenger operations is requested based upon § 236.1019(c)(1)(i).

NJ TRANSIT operates on the line segment that may otherwise be


identified as main line track, from the station platform area to the
beginning of the Millstone Running Track at the County eastbound home
signal.

The Millstone Running Track has a maximum authorized speed of


Restricted Speed (as noted by lack of signal authorization within its limits
and by reference to NORAC Operating Rules for Running Track). The
line segment currently meets all requirements of § 236.1019(c)(1)(i).

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …

The track diagram is provided as Diagram 4.

NJTPTCIMPPLNFNLV14Page 126 of 162


Figure 13-6 MTEA No. 4 Millstone Running Track Diagram 4

NJTPTCIMPPLNFNLV14Page 127 of 162


13.5 MTEA No. 5. MORRISTOWN LINE

Exception of the following line segment is requested based upon §


236.1019(c)(1)(i):

The Station Track, a line segment of single track, located between CP


Cook at MP 56.8 and Bill at MP 58.0 that is in use for passenger
operations to provide access to the station platform at Restricted Speed.
The track to the west of MP 56.9 provides access to the Norfolk Southern
Washington Secondary at restricted speed and not to exceed 10 MPH.
Operations on this Station Track line segment are at Restricted Speed and
not to exceed 20 mph (reference to NJ TRANSIT System Timetable No. 5,
ME 98-4).

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …

This area meets all requirements of § 236.1019(c)(1)(i) ).

The track diagram is provided as Diagram 5.

NJTPTCIMPPLNFNLV14Page 128 of 162


Figure 13-7 MTEA No. 5 Morristown Line Diagram 5

NJTPTCIMPPLNFNLV14Page 129 of 162


13.6 MTEA No. 6. NORTH JERSEY COAST LINE

Exception of the following line segment is requested based upon §


236.1019(c)(1)(i):

The Monmouth Running Track from the end of track at Monmouth Park
to the connection to the North Jersey Coast Line, that may be used to
provide passenger train access to the Monmouth Park site. This line
segment is not used for normally scheduled passenger train operation
and is requested to be excluded from main line track designation.
Operations are made under Running Track rules at not exceeding
Restricted Speed (reference to NORAC Operating Rules Running Track
rules).

This area meets all requirements of § 236.1019(c)(1)(i) ).

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:
(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:
(i) All trains are limited to restricted speed; …

The track diagram is provided as Diagram 6.

NJTPTCIMPPLNFNLV14Page 130 of 162


Figure 13-8 MTEA No. 6 North Jersey Coast Line Diagram 6

NJTPTCIMPPLNFNLV14Page 131 of 162


13.7 MTEA No. 7. PRINCETON LINE

This area meets, or will meet, all requirements of § 236.1019(c)(1)(ii):

The 2.7 mile long Princeton Line provides single train operation in a
“shuttle service” environment between NS (at the Princeton Junction
station, on Amtrak’s Northeast Corridor), to KS (the passenger station at
the city of Princeton). Operations are under NORAC Form D Control
System rules (DCS), with all movements authorized by Form D (reference
NJ TRANSIT System Timetable No. 5, PR 400). There is no access by any
other train while this train is in operation, providing for full temporal
separation.

The Princeton Line consists of 3 contiguous track segments that serve NJ


TRANSIT’s shuttle operation:

1) The Main Track (between KS and NS);


2) The University Running Track (a short platform segment west
of the Main Track beginning at KS and terminating at end of
track); and,
3) The Nassau Running Track (east of the Main Track beginning
at NS and terminating at end of track).

The sole entry and exit to/from the Princeton Line is from one location,
on Amtrak’s Northeast Corridor at Milepost 46.6. At that location, a
crossover connects the NEC Track 4 with the Nassau Running Track.

All access to this track and train movements along the entire Princeton
Line are under the direct control of the Dispatcher. Both ends of this
crossover are equipped with electrically locked hand operated switches
that prevent access to the Nassau Running Track unless released by the
Dispatcher.

These two electrically locked switches are linked to provide effective


prevention of any other train entry to the Nassau Running Track and the
Princeton Line when a passenger train is in operation on that line,
providing for effective temporal separation. The single passenger train
operation is under Form D Control System (DCS) and by timetable
schedule.

(c) Limited operations exception. FRA will consider an exception in the case of a
track segment used for limited operations (at speeds not exceeding those
permitted under § 236.0 of this part) under one of the following sets of
conditions:

NJTPTCIMPPLNFNLV14Page 132 of 162


(1) The trackage is used by at least one passenger railroad subject to at least one
of the following conditions:

(ii) Temporal separation of passenger and other trains is maintained as
provided in paragraph (e) of this section; …

The track diagram is provided as Diagram 7.

NJTPTCIMPPLNFNLV14Page 133 of 162


Figure 13-9 MTEA No. 7 Princeton Line Diagram 7

NJTPTCIMPPLNFNLV14Page 134 of 162


14. APPENDICES
Appendix A – Abbreviations, Acronyms, and Definitions

Appendix B – Lines Risk Assessment Report

Appendix C – Interoperability Correspondence

14.1. APPENDIX A: ACRONYMS AND DEFINITIONS

14.1.1. ACRONYMS

The following is a list of Acronyms that may be used in this PTCIP:

Acronym Meaning
AAR Association of American Railroads
ABS Automatic Block Signal
ACSES Advanced Civil Speed Enforcement System (Amtrak)
AREMA American Railway Engineering and Maintenance-of-Way
Association
ARQ Automatic Repeat Requests
ASES Advanced Speed Enforcement System (Version 2) (NJT)
ATC Automatic Train Control
BCC Backup Control Center
BCP Base Communication Package
CFR Code of Federal Regulations
CHER Crash-Hardened Event Recorder
CIL Central Instrument Location or Certifiable Items List
CM Configuration Management
COTS Commercial Off The Shelf
CP Control Point
CRC Cyclic Redundancy Check
CSS Cab Signal System
CTC Centralized Traffic Control
CTV Cable Box
C&S Communications and Signals
DS Distant Signal (location)

NJTPTCIMPPLNFNLV14Page 135 of 162


EMC Electromagnetic Compatibility
EMI Electromagnetic Interference
EMU Electric Multiple Unit
ETMS Electronic Train Management System
FCC Federal Communications Commission
FRA Federal Railroad Administration
GETS General Electric Transportation Systems
ID Identification
HS Home Signal (location)
LAN Local Area Network
LCD Liquid Crystal Display
LED Light Emitting Diode
LOE Limited Operation Exemption
MCP Mobile Communications Package
MHz Megahertz
MNR Metro-North Railroad
MOE Maintenance of Equipment
MOW Maintenance of Way
MPH Miles per Hour
MTA Metropolitan Transportation Authority
MTEA Main Line Track Exclusion Addendum
NIP Network Infrastructure Project
NJT New Jersey Transit
NORAC Northeast Operating Rules Advisory Committee
NPI Notice of Product Intent
NS Norfolk Southern
OBC Onboard Computer
PCC Primary Control Center
PDS Pre-Distant Signal (location)
PHW PHW, Inc.
PIH Poison by Inhalation Hazard
PSR Permanent Speed Restriction
PTC Positive Train Control
PTCDP Positive Train Control Development Plan
PTCIP Positive Train Control Implementation Plan
PTCSP Positive Train Control Safety Plan
PTS Positive Train Stop

NJTPTCIMPPLNFNLV14Page 136 of 162


PTSO Positive Train Stop Override
RF Radio Frequency
RFA Request For Amendment
ROC Rail Operations Center (NJT)
ROW Right of Way
RTC Rail Traffic Controller
SBD Safe Braking Distance
SONET Synchronous Optical Network
SSO State Safety Oversight
STS Safety TSR Server
TCS Traffic Control System
TIH Toxic Inhalation Hazard
TP Transponder
TSR Temporary Speed Restriction
UPS Uninterruptible Power Supply
U.S.C. United States Code
US&S Union Switch and Signal
V-ETMS Vital Electronic Train Management System
VPN Virtual Private Network
WCC Wayside Communications Controllers
WEU Wayside Encoder Unit
WIU Wayside Interface Unit

14.1.1.1. NJ TRANSIT SPECIFIC ACRONYMS


The following is a list of Acronyms that may appear in the
PTCIP that are unique or a specific reference unique to NJ
TRANSIT:

AC Atlantic City Line


BC Bergen County Line
GS Gladstone Line
HL Hudson Line
MC Montclair Line
ME Morristown Line
ML Main Line
MV Morrisville Line
NC North Jersey Coast Line
NE Northeast Corridor Line (Amtrak Territory)

NJTPTCIMPPLNFNLV14Page 137 of 162


PR Princeton Line
PV Pascack Valley Line
ROC Rail Operations Center
RV Raritan Valley Line
SL Sports Line
ST Southern Tier (Metro North Railroad Territory)
TMAC Train Management and Control

14.1.2. DEFINITIONS
The following is a list of definitions of terms that may be used in
this PTCIP:

Term Definition
Class I Railroad A railroad which in the last year for which revenues were reported
exceeded the threshold established under regulations of the Surface
Transportation Board (49 CFR part 1201.1-1 (2008)).
Host Railroad
A railroad that has effective operating control over a segment of track.

Interoperability The ability of a controlling locomotive to communicate with and


respond to the PTC railroad’s positive train control system, including
uninterrupted movements over property boundaries.
Main Line Except as excepted pursuant to § 236.1019 or where all trains are limited
to restricted speed, a segment or route of railroad tracks, including
controlled sidings: (1) of a Class I railroad, as documented in current
timetables filed by the Class I railroad with the FRA under § 217.7, over
which 5,000,000 or more gross tons of railroad traffic is transported
annually, as reported on the traffic density map required to be filed with
the Surface Transportation Board pursuant to § XXX.XX; or (2) used for
regularly scheduled intercity or commuter passenger service, as defined
in 49 U.S.C. § 24102, or both.

Mainline Track The document further described in § 236.1019.


Exclusion
Addendum
(MTEA)

NPI Notice of Product Intent as further described in § 236.1013.


PTC Positive Train Control as further described in § 236.1005.
PTCDP PTC Development Plan as further described in § 236.1013.
PTCIP PTC Implementation Plan as required under 49 U.S.C. § 20157 and
further described in § 236.1011.

NJTPTCIMPPLNFNLV14Page 138 of 162


PTC Railroad Each Class I railroad and each entity providing regularly scheduled
intercity or commuter rail passenger transportation required to
implement and operate a PTC system.
PTCSP PTC Safety Plan as further described in § 236.1015
PTC System Certification as required under 49 U.S.C. § 20157 and further described
Certification in §§ 236.1009 and 236.1015.
Request For A request for an amendment of a plan or system made by a PTC railroad
Amendment in accordance with § 236.1021.
Any part of the railroad where a train operates.
Segment of Track

Tenant Railroad A railroad, other than a host railroad, operating on track upon which a
PTC system is required.
Track Segment Segment of track

NJTPTCIMPPLNFNLV14Page 139 of 162


15. APPENDIX – RESPONSES TO FRA PTCIP PROVISIONAL APPROVAL
CONDITIONS

The attachment below is the draft if NJ TRANSITS responses to each of the ten (10)
conditions cited by the FRA in their letter dated 9 July 10. These are “stand-alone”
responses to each inquiry and are provided to simplify the review process.

FRA PTCIP RESPONSE


22 July

10 Questions; Modify Version 1.0, rename and redate; do “Final” and “Track
Changes” versions.

1) Reference Section 3.1 – Explain differences between ACSES II and ASES II and how
interoperability and functionality is achieved between the two systems. GG; add table
listing difference and commonalities.

Amtrak ACSES II/CSS and NJ TRANSIT ASES II – Functionality and


Interoperability:
Amtrak’s ACSES II and NJ TRANSIT’s ASES II both fulfill the objectives
of the FRA49 CFR 236 Subpart I PTC regulations. Interoperability
between the two systems is essential since NJ TRANSIT uses Amtrak’s
NEC for much of its service. While these systems share common
performance characteristics, on-board and wayside components, there are
some different features associated with each, among them:
4) Cab Signal System (CSS) “Latch” attribute – this feature allows NJ
TRANSIT equipment to leave cab signal territory.
5) Speed Display Unit (SDU) – NJ TRANSIT has developed an SDU for
its ASES II system that provides a different display than that provided
by Amtrak’s ACSES II.
6) Speed Enforcement System (SES) –
a. The SES function is communicated to the on-board computer
via track mounted transponders. NJ TRANSIT can use one
transponder and programs it with the appropriate data.
Amtrak uses two transponders to establish verify direction.
b. PRT – NJ TRANSIT’s ASES II accommodates a PRT for use by
roadway workers.
c. NJ TRANSIT’s ASES II does not require the engineer to
manually enter vehicle type whereas ACSES II does.

NJTPTCIMPPLNFNLV14Page 140 of 162


These differences propagate in to other sub-systems and components
discussed in further detail. However, none impacts interoperability and
nevertheless, provide the mandated PTC capabilities.
NJ TRANSIT and Amtrak both currently operate via CSS; however CSS
plays a different part in the ASES II and ACSES II systems. In ASES II CSS
information is displayed on the SDU, whereas ACSES II displays CSS
information on a separate unit.
CSS On-board - The NJ TRANSIT ASES II CSS sub-system provides for
both conventional 4 aspect 100 Hz CSS and the Amtrak 9 aspect 100 Hz
plus 250 Hz functions. Both the on-board and wayside components of the
NJ TRANSIT CSS subsystem provide identical functions as those
provided by Amtrak’s CSS. Additionally, NJ TRANSIT has provided for
entry to non-cab signal territory by means of a short 220 code (100 Hz)
that will “latch” the onboard systems to allow a speed in excess of 20
mph, with the CSS again becoming active upon receipt of any valid code,
and this feature will remain with the ASES II CSS. This feature will
remain as a part of the ASES II PTC onboard system, although it is not
common to the Amtrak CSS system.
SES On-board -The ASES II SES sub-system provides for all ACSES II
onboard functions, except for vehicle specific functions (such as tilt
operation interfaces, used only by Amtrak) which are not necessary for
NJ TRANSIT. The ASES II SES provides for allowing the use of a single
wayside transponder to re-establish vehicle location. NJ TRANSIT
provides for a non-safety critical interface (output only) from the SES
subsystem to other onboard sub-systems - providing for other onboard
systems to respond properly at a voltage phase gap is the only such
feature identified. This capability is available within the Amtrak ACSES
transponder messaging, but was not implemented by Amtrak. Therefore,
the use of a single transponder is identified as an NJ TRANSIT ASES II
modification to the Amtrak SES subsystem as used in ACSES II.
On-board User Interface - The NJ TRANSIT ASES II utilizes a Speed
Display Unit (SDU) that provides a well-thought out human-machine
interfaces (i.e. a “different look and feel”) than the combined displays and
interfaces in use by ACSES II, and also offers enhanced used functions.
Therefore, on-board user interface is significantly different than the
ACSES II user interface, but it does provide all the ACSES II functions,
and along with enhanced NJ TRANSIT specific features, none of which is
safety critical.
Among these NJ TRANSIT features - the SDU provides a numeric keypad
that allows simple maintenance functions and user entry (for engineer’s
use only when the train is not in motion). The “ring of light” display of
authorized speed, actual speed, and target speed feature is unique to NJ
TRANSIT. The “bar of light” indicating distance to SES target is unique to
NJ TRANSIT. The text messages and indicators included within the SDU
are also unique to NJ TRANSIT.

NJTPTCIMPPLNFNLV14Page 141 of 162


Wayside Components - The NJ TRANSIT application of the SES sub-
system has provided for the use of a single transponder where
establishing the direction of travel is unnecessary, with the transponder
providing the sole function in such case as re-establishing location due to
wheel slippage and similar factors. The Amtrak SES sub-system requires
the use of no less than two transponders in all instances, to establish
direction at each transponder installation. There are no other wayside
system differences between the Amtrak ACSES II/CSS and NJ TRANSIT
ASES II. Therefore, mounting of a single transponder where only re-
establishing location is required is identified as a difference between the
two systems.
Office Components - There are no differences identified between the
Amtrak ACSES II/CSS office functions and the NJ TRANSIT ASES II
office functions.
Data Radio Systems - There are no differences identified between the
Amtrak ACSES II/CSS data radio functions and the NJ TRANSIT ASES II
data radio functions. The initial data radio systems design and testing as
identified in the NJ TRANSIT PTC NPI is identical to the present ACSES
II. Amtrak has identified a modification to these systems, requiring
additional communications management, along with a change in radios,
frequency use, and over-the-air protocols. NJ TRANSIT intends to adopt
the identical functions, protocols, management, and radio systems as will
be used in ACSES II as modified for 220 MHz radio use. NJ TRANSIT will
work with Amtrak and the FRA to provide for this transition as such
ACSES II changes occur in the future.
Interoperability between ACSES II/CSS and ASES II
The ASES II onboard systems have no functional differences that impact
operations on ACSES II/CSS territory. The ASES II onboard systems will
function as intended without modification on Amtrak ACSES II/CSS
territory.
There is no Amtrak ACSES II/CSS onboard equipment that operates on
NJ TRANSIT ASES II territory. In the event that such interoperability was
necessary, the ASES II wayside design would require a simple
modification to require paired sets of transponder installations.
ASES II Type Approval
NJ TRANSIT will seek a modified Type Approval as a part of the PTCDP
based upon the Amtrak Type Approval of ACSES II following the
procedures necessary for Part 236.1009(b)(2)(ii). There are no safety
critical functions that are identified as modified, and any other variations
and modifications will be identified. Appropriate testing will be
performed under FRA oversight, documented and submitted for
approval.

NJTPTCIMPPLNFNLV14Page 142 of 162


2) Reference Section 3.1 – Date of V-ETMS and ASES II Interoperability, impact of delays,
and “decision” timing.

NJ TRANSIT’s on-board equipment will process position, directional and


movement authority only via its ASES II On-Board Computer and radio, and
freight equipment will receive movement authority via its V-ETMS radio.

NJ TRANSITS’s ASES II PTC system will provide full interoperability with the
Vital Electronic Train Management System (V-ETMS) planned for use by the
freight railroads. NJ TRANSIT will require that all freight movements over its
PTC equipped lines be interoperable with its PTC system. NJ TRANSIT’s
approach fulfills PTC interoperability requirements by providing dual equipped
wayside interface units (WIU), radios and antennas. This means that each WIU is
furnished with two data radios, one is the ASES II radio to communicate with NJ
TRANSIT trains, and the other is the V-ETMS radio to communicate with freight
equipment. This binary capability will permit the movement of both NJ
TRANSIT ASES II equipped and freight V-ETMS equipped vehicles to traverse
all NJ TRANSIT PTC equipped routes.

Additionally, NJ TRANSIT’s Rail Operations Center (ROC) currently and in the


future will control and monitor all train movements over its tracks. NJ
TRANSIT’s PTC program will equip the ROC to monitor and authorize freight
movements via the V-ETMS system. NJ TRANSIT’s PTC program includes an
additional V-ETMS element, the Back Office Server (BOS) that stores freight
database information, which will be installed at the ROC. This BOS is linked to
NJ TRANSIT’s ASES II safety server which in turn communicates all necessary
movement authority to passenger and freight trains traversing NJ TRANSIT
trackage.

The “interoperability” function will be developed and implemented in stages to


verify its design and performance. In Phase I the interoperability characteristics
will be defined and incorporated into the design. During Phase II, the pilot
demonstration program will involve the installation of a wayside V-ETMS data
radio to confirm that it operates properly in a “field” environment. Lastly the
wayside equipment containing the V-ETMS radio and modifications to the ROC
will be installed on NJ TRANSIT’s right-of-way and ROC, to permit testing and
commissioning, which is anticipated to occur early in 2014.

3) Track Segments and time line to achieve interoperability

NJ TRANSIT Track Segments with V-ETMS Interoperability.


NJ TRANSIT is engaged in installation of its ASES II wayside apparatus, similarly NJ
TRANSIT will furnish V-ETMS equipment for installation at every freight entry and exit
locations on every line, and at all interlockings between these points and the office
equipment too.

NJTPTCIMPPLNFNLV14Page 143 of 162


The tables below list each NJ TRANSIT Line, the tenant freight operator on that line, and
identify locations that planned for V-ETMS wayside installations to provide PTC
interoperability while operating on NJ TRANSIT lines.
More detail on these lines and host-tenant relationships are provided in Section 5
“Interoperability”:

NJ TRANSIT Atlantic City Line

Tenant Freight Operators: Conrail and Southern Railroad of


New Jersey
V-ETMS Wayside MP Notes
Location Location
CP Jersey 2.1 Location includes Conrail
entry and exit at CP Jersey;
Pennsauken Siding;
Pemberton Industrial Track
(MP 1.3);
North Pomo 46.7 Includes Lenox siding at MP
Interlocking 45.0
Griff Interlocking 55.9 Includes connection to NJ
Pleasantville Secondary

NJ TRANSIT Bergen County Line


Tenant Freight Operator: Norfolk Southern
V-ETMS Wayside MP Notes
Location Location
Laurel 4.3 Includes junction with Main
Line
HX 5.4
Pascack Junction 7.6 Includes junction with
Pascack Valley Line
CP West BJ 9.8
BT Interlocking 14.2
Ridgewood 19.0 Includes junction with Main
Junction Line

NJTPTCIMPPLNFNLV14Page 144 of 162


NJ TRANSIT Gladstone Line

Tenant Freight Operator: Norfolk Southern


V-ETMS Wayside MP Notes
Location Location
Summit 20.1 Includes junction with
Interlocking Morristown Line
West Summit 21.0
Murray Hill 23.4
Interlocking
Stirling Interlocking 28.5
Bernardsville 34.8
Interlocking

NJ TRANSIT Main Line


Tenant Freight Operator: Norfolk Southern
V-ETMS Wayside MP Notes
Location Location
Laurel Interlocking 4.3 Includes junction with Bergen
County Line
West Secaucus 5.0
Interlocking
Mill Interlocking 11.1
Suscon Interlocking 17.5
Ridgewood 20.3 Includes junction with Bergen
Junction County Line
Interlocking
CP Cameron 20.3
WC Interlocking 23.6
SF Interlocking 30.5 This location provides
coverage to MP 31.3

NJ TRANSIT Montclair Line


Tenant Freight Operator: Norfolk Southern

NJTPTCIMPPLNFNLV14Page 145 of 162


V-ETMS Wayside MP Notes
Location Location
Glen Interlocking 12.4D This location provides
coverage for MP 11.7 and NS
entry to Orange Running
track at MP 1.76
Cedar Interlocking 15.5 Entry to Great Notch Yard
CP Clove 15.8
Notch Interlocking 16.4 Includes junction with Great
Notch Interlocking
Lincoln Park 22.8
Interlocking
Denville 33.9 Includes junction with
Interlocking Morristown Line

NJ TRANSIT Morristown Line


Tenant Freight Operators: Norfolk Southern and Morristown
& Erie Railway
V-ETMS Wayside MP Notes
Location Location
Meadows 4.3
Interlocking
Kearny Junction 5.7 Connection to Amtrak’s NEC
Harrison 7.1 Location includes MP 7.7
Interlocking Broad Interlocking
Roseville Avenue 9.0
Interlocking
Green Interlocking 9.5
Millburn 16.3
Interlocking
Summit 20.1 Includes junction with
Interlocking Gladstone Line
Drew Interlocking 24.9
Baker Interlocking 30.0 Includes connection to
Morristown & Erie Railway

NJTPTCIMPPLNFNLV14Page 146 of 162


Denville 36.3 D
Interlocking
Dover Interlocking 38.1
Chester Junction 41.4 Hand-Operated Switch
connection with Morristown
& Erie Railway
Morris Junction 45.2 Includes CP UN (MP 45.8)
Roxbury 46.7 Connection to Port Morris
Interlocking Yard
CP Olive 49.8
CP Cook 56.8

NJ TRANSIT Morrisville Line


Tenant Freight Operator: Conrail
V-ETMS provided by Amtrak
V-ETMS Wayside MP Notes
Location Location
Morris Interlocking 0.0 Located on Amtrak NEC
CP MY 0.6 Connection to NJ TRANSIT
Morrisville Yard and Conrail
Morrisville Yard

NJ TRANSIT North Jersey Coast Line


Tenant Freight Operator: Conrail
V-ETMS Wayside MP Notes
Location Location
Graw Interlocking E 0.2 Starts at Amtrak’s NEC MP
19.7 Union Interlocking
Wood Interlocking E 5.2 Connection to Conrail
Chemical Coast Secondary
River Interlocking 0.0 Includes Essay Interlocking
(MP 0.7) connection to
Conrail running track at MP
0.7

NJTPTCIMPPLNFNLV14Page 147 of 162


Rare Interlocking 2.0
Morgan 3.1
Interlocking
East Matawan 6.4
Interlocking
Lloyd Interlocking 7.8
Bank Interlocking 15.9 Connection to Conrail
Southern Secondary Track
Oceanport 19.8
Interlocking
Branchport 21.9 Includes MP 22.4 Long
Interlocking Branch Interlocking and MP
22.7 Bath Interlocking
Shark Interlocking 30.4
Brielle Interlocking 36.0 Conrail operations terminate
at MP 36.1

NJ TRANSIT Pascack Valley Line


Tenant Freight Operators: Norfolk Southern and Conrail
V-ETMS Wayside MP Start Notes
Location
Pascack Junction 7.7 Includes junction with Bergen
County Line
Sports Line 8.4 Includes Plank Interlocking
Connection (MP 8.9)
Seamans 9.6
Interlocking
East Sack 10.7 Includes West Sack
Interlocking Interlocking (MP 11.3)
East Cole 14.3 Includes West Cole
Interlocking Interlocking (MP 14.7)
CP Golf 18.8
CP Park 23.4
East Pond 27.2 Includes West Pond
Interlocking Interlocking (MP 27.7)

NJTPTCIMPPLNFNLV14Page 148 of 162


CP Spring 30.5 Connection to Conrail Suffern
Industrial Track

NJ TRANSIT Raritan Valley Line


Tenant Freight Operators: Norfolk Southern and Conrail
V-ETMS Wayside MP Notes
Location Location
CP Aldene 15.5 Conrail on Conrail’s Lehigh
Line; installation and
equipment provided by
Conrail
Clark Interlocking 18.2 Connection to Garwood
Industrial Track
CP Scotch 19.3
Queen Interlocking 22.8
CP Plain 23.7
Brook Interlocking 30.0 Includes connection to
Conrail Lehigh Line
Boyd Interlocking 36.1 Includes Brad Interlocking
(MP 37.0) connection to
Raritan Yard
Tunk Interlocking 45.2 Includes Cush Interlocking
(MP 45.8)
Clinton Interlocking 49.7
Arch Interlocking 52.1 V-ETMS coverage extends to
MP 54.0

Timeline for V-ETMS Interoperability.


The procurement and installation of the V-ETMS equipment is an integral
element of NJ TRANSIT’s ASES II PTC procurement. NJ TRANSIT has an
ongoing collaboration and coordination effort with each of its freight
tenants.
Acquisition of V-ETMS systems and components will be initiated upon
identification of one or more products that receive an FRA Type
Approval. Upon identification of FRA approved product(s), the NJ
TRANSIT ASES II PTC Contractor will identify the selected product for
testing and acceptance by NJ TRANSIT and the FRA. The selected

NJTPTCIMPPLNFNLV14Page 149 of 162


product will be installed in conjunction with the wayside and office
installation of all other PTC components being installed for ASES II PTC.
The preliminary schedule anticipated for selection of the V-ETMS
product is at some time during 2011, to be followed by demonstration of
the product and integration with the ASES II Wayside Interface units in
2012. Section 7 “Deployment Sequence and Schedule” shows that Wayside
and office systems design and installation for ASES II is scheduled to
begin about January 2013, and the V-ETMS will occur at the same time,
with installation also scheduled simultaneously with the ASES II systems.
V-ETMS office systems are scheduled to be complete prior to June 2014, at
which time full system testing will commence and V-ETMS
interoperability will be achieved for the first lines upon successful testing
and approval.

4) Reference Section 5 – clarify rights and interoperability of NYS & W and Cape May
Seashore Line

NJ TRANSIT currently has joint operating agreements with all tenant railroads,
among them are the NYS&W and the Cape May and Seashore line. The tenant
railroad joint operating agreements are listed in table X-Y below. The existence of
a joint operating agreement does not by itself justify a proposed “PTC
Interoperability Agreement”.

It is NJ TRANSIT’s intention that only PTC equipped tenants will be permitted to


operate on its lines. Therefore, only those railroads that have both a direct
connection with and/or operate over NJ TRANSIT trackage will require an
interoperability agreement. NJ TRANSIT currently has Memoranda of
Understanding (MOU) all tenant railroads that will require PTC interoperability
agreements. These MOU’s commit the host and tenant railroads to develop a
“PTC Interoperability Agreement” as the technical efforts progress and
installation commences.

The MOU states that the parties agree to outfit the right-of-way, vehicles and
office with the necessary systems and equipment to permit the tenant railroad to
operate on NJ TRANSIT’s PTC equipped lines. It commits the tenant railroad to
install PTC technology that is fully compatible with NJ TRANSIT’s ASES II PTC
system, and the host railroad agrees to provide the wayside and office
infrastructure that will be compatible with V-ETMS technology.

The addition of a “PTC Interoperability Agreement” is only required for tenants


that share a portion of NJ TRANSIT’s track for their service. The table
summarizes specific host-tenant information regarding existing joint operating
agreements, MOUs, and the need for PTC Interoperability Agreements.

NJTPTCIMPPLNFNLV14Page 150 of 162


The NYS& W does not require an MOU at this time since this tenant does not
operate over NJ TRANSIT tracks. In the event that changes, a PTC
Interoperability Agreement between the parties will be prepared. The Cape May
Seashore operates on track owned by NJ TRANSIT, however no scheduled
revenue passenger service is operated. In the event that changes, a PTC
Interoperability Agreement between the parties will be prepared.

Each “PTC Interoperability Agreement” is tailored to the specific tenant and is


prepared and signed by NJ TRANSIT and the respective tenants. At that time the
“PTC Interoperability Agreement” will be appended to the existing joint
operating agreement between the parties.

5) Reference Section 5.1 -FRA Comment: “The PTCIP states that each interoperability
agreement will incorporate “specific details.” Please provide non-commercial “specific
details” and indicate when the parties expect to agree to those details. Please also indicate
which differences of positions NJT expects would prevent full agreement.”

NJ TRANSIT has entered into an MOU with each of its respective tenant
railroads. The objective of the MOU is to commit both host (NJT) and the tenant
railroad to develop and install interoperable PTC technology. Since the
technology and system are still under development a detailed exposition is not
feasible at this time. The MOU requires that the tenant’s PTC system is fully
compatible with NJ TRANSIT’s ASES II PTC system; and NJT agrees to provide
the wayside and office infrastructure that will be compatible with V-ETMS
technology.

While a detailed, site specific PTC Interoperability Agreement is premature at


this time, the parameters, data content, information exchange, operational
requirements, system integration factors and performance criteria are common
for each tenant. Only the specific values and data will vary by tenant and line.
The list below identifies the information that NJ TRANSIT will require from its
tenant.

First NJT will identify and describe the line incorporated in an agreement from
MP “start” to MP “end. The physical description will include control points,
interlockings, sidings, turnouts, stations, crossovers, grade crossings etc. A
“physical characteristics” diagram will be included in the prospective agreement.
The various terms and conditions referenced below

PTC Interoperability Agreement Content between NJ TRANSIT and “Freight


Tenant”

NJ TRANSIT – Line Name

Cite Starting Point to Ending Point

21. NJT operates X trains per day over this line at timetable speeds
between X and Y. NJT operates its trains in accordance with the

NJTPTCIMPPLNFNLV14Page 151 of 162


latest NORAC Rules. All tenant engineers and crew shall be
qualified on the line and NORAC Rules.
22. NJT shall establish criteria for verification of V-ETMS
functionality prior to granting access to NJT’s line. The “freight
tenant” shall comply with all NJ TRANSIT requirement for access
to “Line Name”
23. The “Freight Tenant” shall provide NJT information on annual
million gross ton-miles and the presence of TIH/PIH movements
and other hazardous materials prior to movement on NJ
TRANSITS tracks. PIH and TIH data shall be provided regularly.
NJ TRANSIT shall reserve the right to deny access to its “Line
Name” if the “Freight Tenant” fails to comply with the terms of
this agreement.
24. The “Freight Tenant” shall provide a roster of V-ETMS (PTC)
equipped “NJT PTC compatible” locomotives. The “Freight
Tenant” shall provide the braking curve and train stopping
distance curves to NJ TRANSIT to verify system compatibility.
Only V-ETMS locomotives shall be used in the lead position on a
train.
25. The “Freight Tenant” shall provide technical details of its V-ETMS
system and interface boundaries, base station radios and
operating frequencies to NJ TRANSIT.
26. The “Freight Tenant” shall provide relevant survey data for its
approaches and connections to NJ TRANSIT lines from the freight
tracks where applicable.
27. NJ TRANSIT shall be responsible for all infrastructure
maintenance (including track, signal and communications) from
____ to ______. The “Freight Tenant” is responsible for
maintenance of the following locations…(specify tenant
maintenance start/end points). Actual equipment, quantities, field
locations and limits will be established upon the final field
installation.
28. NJ TRANSIT will provide technical details of its PTC ASES II
system to the “Freight Tenant” once its Contractor has been
selected. The “Freight Tenant” will provide NJ TRANSIT all
necessary technical details of its V-ETMS system once they are
available to the “Freight Tenant”. Site specific location and
operational interfaces will be documented by “Ammendment” to
this agreement when those details become available. NJ TRANSIT
and the “Freight Tenant” will agree on placement of wayside
components wherever the “Freight Tenant” enters or departs NJ

NJTPTCIMPPLNFNLV14Page 152 of 162


TRANSIT tracks. NJ TRANSITs ASES II and the “Freight Tenant”
V-ETMS systems shall interface and work “seamlessly” with one
another. Both parties shall arrange factory and field
demonstrations with the respective vendors to verify
interoperability . Both parties shall arrange technical meetings to
identify and resolve interface issues.
29. NJ TRANSIT shall be responsible for procurement, design,
demonstration, installation, testing and obtaining FRA approval
for its ASES II PTC system. The “Freight Tenant” shall be
responsible for procurement, design, demonstration, installation,
testing and obtaining FRA approval for its V-ETMS system.
30. NJ TRANSIT shall be responsible for the installation of all PTC
ASES II wayside equipment, the ROC, the BOS, communications
links, power supplies, maintenance, testing, trouble-shooting of all
relevant components. The “Freight Tenant” shall be responsible
for the installation of all V-ETMS wayside equipment, power
supplies, maintenance, testing, trouble-shooting of all relevant
components.
31. Each party shall be responsible for the installation of all PTC ASES
II and V-ETMS on-board system components, power supplies,
maintenance, testing, trouble-shooting of all relevant components,
respectively.
32. NJ TRANSIT and the “Freight Tenant” shall agree on the
technology and communications protocols for the safety server
and back office server to assure functional compatibility under all
circumstances.
33. Digital Radio is assumed to be 220 MHZ. NJ TRANSIT and the
“Freight Tenant” are each responsible for the acquisition of radio
spectrum compatible with their ASES II and V-ETMS systems
respectively, licensing and FCC compliance for their respective
PTC systems.
34. NJ TRANSIT will provide the safety server and back office
supporting apparatus, digital communications, staffing, training
etc. in its ROC. This system will talk to the “Freight Tenant’s”
control center and will transfer vital train movement data between
the two control centers via mutually acceptable protocols.
 Communications Interface and reliability/integrity
 Selection of Location in NJT ROC and/or “Freight Tenant’s”
Control Center
 Safety server – NJ TRANSIT shall be responsible for data
compatibility and software updates.

NJTPTCIMPPLNFNLV14Page 153 of 162


 BOS – The “Freight Tenant” shall be responsible to keep the
database stored in the BOS current.
35. NJ TRANSIT and the “Freight Tenant” will develop a mutually
agreeable protocol for operation in the event of PTC system
failure, regardless of the cause.
36. NJ TRANSIT and the “Freight Tenant” will develop an
installation, testing and system integration protocol as well as
system cutover and activation protocols at an appropriate time in
the program.
37. NJ TRANSIT will develop appropriate operating rules, a training
program and qualification requirements for the “Freight Tenant’s”
staff engaged in operating on NJT lines equipped with PTC.
38. The “Freight Tenant” will install, service and maintain all wayside
V-ETMS equipment on the approaches to “Line Name”, and NJT
will install, service and maintain all PTC ASES II and V-ETMS
wayside equipment on “Line Name”. Each party will service and
maintain its own vehicle-borne systems and equipment.

 Data Radio
 Engineer Display
 CHER
 On-Board Computers

39. All PTC ASES II and V-ETMS equipment will function with NJ
TRANSIT’s PRT compatible for NJT RWP rules and procedures.
40. NJT shall be responsible for:
 submission of documentation and safety certification (PTC SP)
with respect to the NJT “Line Name”.
 reporting and documenting all failures and incidents to the
FRA
 follow-up for compliance and tracking changes to PTC SP and
informing the “Freight Tenant” of any changes
 follow-up for changes and modifications to software, its on-
board or wayside equipment and informing the “Freight
Tenant” of any such changes
 maintenance and modifications to NJ TRANSIT’s on-board
equipment.

Attachments to the PTC Interoperability Agreement:

The “Freight Tenant” acknowledges receipt of:

NJTPTCIMPPLNFNLV14Page 154 of 162


 NJ TRANSIT Physical Characteristics for the subject line
 NJ TRANSIT Rules for the subject line, System Timetable 5,
Special Instructions GO 501.

These PTC Interoperability Agreements will be developed on a “Freight


Tenant” by “Freight Tenant” basis based on the installation schedule of
NJ TRANSIT’s ASES II system. Once the field tests are complete and
“seamless” operation and transition between ASES II and V-ETMS is
verified these agreements can be completed quickly. The current plan
assumes they will be in force by mid-2015.

Since NJ TRANSIT will require that each “Freight Tenant” be equipped with
ASES II PTC compatible PTC technology it foresees no obstacles to an agreement.
Nevertheless, some technical interface or “infant mortality” issues are common
to the introduction of new technology. These can be addressed during the
warranty period.

Commercial issues such as cost or potential operational constraints may arise but
nothing intractable is anticipated, given that NJ TRANSIT has had joint
operating agreements with each of its “Freight Tenants” for decades. During this
period previous modifications have occurred between the parties as NJ
TRANSIT has changed service, rules, introduced new technology etc.,
consequently the introduction of PTC in accordance with FRA regulations
should not be insurmountable.

6) Identify each tenant railroad’s rolling stock designated to be PTC equipped. Describe the
technology and the schedule to equip. How will conflicts and non-receipt of information
be addressed?

All tenant locomotives operating over NJ TRANSIT PTC equipped trackage will
be required to be equipped with a functioning PTC system, prior to entry. The
system proposed at this time for freight tenants is the “de facto” freight standard
V-ETMS system. This technology is described and illustrated in Section 3.3 of the
“Technology” portion of this PTCIP

Metro-North Railroad will use NJ TRANSIT’s ASES II system, on all locomotives


and cab cars. All vehicle work will be performed by NJ TRANSIT’s Contractor
and conform to NJ TRANSIT requirements. All MNR vehicle work will be
scheduled by NJ TRANSIT.

These requirements will be codified in the “PTC Interoperability Agreement”


between NJ TRANSIT and the tenant railroads.

Existing Tenant PTC System Rolling Stock Schedule


Railroad

NJTPTCIMPPLNFNLV14Page 155 of 162


Metro-North ASES II 6 F-40 locomotives (4115 2013 to 2014
Railroad through 4194, non
consecutive); 7 GP-40
locomotives (4900 to
4906);
15 Comet V cab cars
(6700 to 6714)
Conrail V-ETMS Conrail will use NS, CSX TBD, prior to
or other V-ETMS Dec 2015
equipped power in the
lead. See Norfolk
Southern table entry
below. Refer to NS PTCIP
Appendix D or CSX
PTCIP for equipment
roster.
Norfolk Southern V-ETMS Equipping 3,411 of 3,756 2015
units with V-ETMS. Refer
to NS PTCIP Appendix D
for equipment roster.
CSX V-ETMS CSX does not access NJT 2015
tracks.
Morristown and Erie V-ETMS 2 – C424 Alco (#18, #19) 2014
1 – EMD SW 1500 (#2)
Southern Railroad of V-ETMS Plans to use NS “run- 2015
New Jersey (SRNJ) though” power,
equipped with V-ETMS
or equip its own power.
Refer to NS PTCIP
Appendix D for
equipment roster.
New York Not
Susquehanna & Applicable
Western (NYS&W) refer to
Section 5 V-
ETMS
Cape May Seashore Not
Line (CMSL) Applicable
refer to
Section 5

NJ TRANSIT’s PTC Interoperability Agreement requires that each freight tenant


provide a roster of V-ETMS PTC equipped locomotive to NJ TRANSIT. This
roster must be updated when a new piece of equipment is introduced.

This agreement also establishes all joint use protocols between the host and
tenant to avoid conflict. Only that equipment listed on the roster will be

NJTPTCIMPPLNFNLV14Page 156 of 162


permitted access to NJ TRANSIT PTC equipped routes. This clear dichotomy of
V-ETMS equipped versus non-equipped should eliminate conflicts and avoid
misunderstandings.

7) Reference Section 7 – Program schedule, specific deployment sequence, subsystem


development, and track segment implementation prioritization based on risk.

The program schedule is shown on Figure 7-1 this shows that a number of
critical milestones have been achieved since the date of PTCIP submission by NJ
TRANSIT.

 The PTCIP and NPI were submitted to the FRA by the deadline. NJ
TRANSIT was recently informed that its PTCIP and NPI received
“Provisional Approval” from the FRA, and this revised PTCIP is
being submitted to the FRA in response to the 10 conditions cited in
the FRA response to NJ TRANSIT.
 NJ TRANSIT’s PTC Procurement Package, known as “Design,
Furnish, Construct, Test and Commission, ASES II Positive Train
Control Project, Number 10-099X”, was officially advertised on 20
July 10, and a pre-bid meeting was held with prospective bidders on 3
August 10.

The PTC Procurement Package is on track as shown in this schedule. This


schedule also shows the specific deployment schedule including
subsystem development and track segment implementation consistent
with risk assessment.

NJTPTCIMPPLNFNLV14Page 157 of 162


8) Goals for progressive implementation of on-board systems and deployment of PTC
equipped locomotives (turning system on, incremental benefits, and persons responsible
(schedule related)

“ §236.1006 Equipping Locomotives operating in PTC territory (b) Exceptions (1)


Prior to December 31, 2015, each railroad required to install PTC shall include in its
PTCIP specific goals for progressive implementation of onboard systems and deployment
of PTC-equipped locomotives such that the safety benefits of PTC are achieved through
incremental growth in th percentage of controlling locomotives operating on PTC lines

NJTPTCIMPPLNFNLV14Page 158 of 162


that are equipped with operative PTC onboard equipment. The PTCIP shall include a
brief but sufficient explanation of how those goals will be achieved, including assignment
of responsibilities within the organization. The goals shall be expressed as the percentage
of trains operating on PTC-equipped lines that are equipped with operative onboard PTC
apparatus responsive to wayside, expressed as annualized (calendar year) percentage of
the railroad as a whole.”

NJ TRANSIT’s program to retrofit its locomotive and cab car fleet with the ASES
II PTC on-board equipment is shown in Table XY below. This information is
derived from the PTC Deployment Schedule Contained in Section 7, “Deployment
Sequence and Schedule”. The table highlights the equipment type, fleet size and
relative percentage and the duration of the program to retrofit each type of
vehicle. The rate of production by equipment type is shown, along with start and
end dates of the retrofit program. Typically the vehicle retrofits will commence at
slower rate than shown, and the pace will accelerate to a greater rate as the
program becomes more repetitive, so an average production rate was used.

Once each vehicle is outfitted with the on-board ASES II equipment, it will then
be returned to service, although the ASES II system will not be fully functional
until all wayside work, office work and testing an commissioning is complete.

NJT Fleet Fleet Fleet Retrofit Monthly Retrofit Retrofit


Size % Program Production Rate Start End
(months) of ASES II
Equipment
Retrofits
Electric 178 35 32 3.1 % of Electric Oct 2012 May
Locomotive Locomotive Fleet 2015
per month

Cab Car 211 42 29 3.5 % of Cab Car April Aug


Fleet per month 2013 2015

Diesel 112 23 24 4.2 % of Diesel Oct 2013 Sept


Locomotive Locomotive Fleet 2015
per month

Grand Total 501 100 NA

The Deployment Schedule shows that wayside work is occurring in parallel with
the vehicle work. The wayside activity is planned to take 30 months to complete
the 322 miles of NJ TRANSIT routes. This wayside installation will commence in
April of 2013 and will be completed by September of 2015. NJ TRANSIT is
committing three (3) force account gangs to maintain a production rate of
approximately 11 miles (3.4% of the route) per month. Also occurring in parallel

NJTPTCIMPPLNFNLV14Page 159 of 162


will be the office work. The objective is to have the three key system installations
(vehicle, wayside and office) complete in the same time period.

A pre-requisite for is completion of the office installation and its testing and
commissioning. Then the test and commissioning of the system lines can begin.
This occurs in mid-June 2014 and starts with the office, since this the focal point
of the entire PTC system. Once the office is officially put into service the PTC
system can be turned “on” individually, line by line. The current schedule
shows lines being turned “on” beginning in June 2014 with all lines complete by
November 2015. This allows 18 months for all lines. Each line must be tested and
commissioned in the sequence specified in the Lines Risk Assessment report, and
will be turned “on” in a serial order.

NJ TRANSIT’s plan to equip the electric locomotives and cab cars first is driven
by 1) the need to be interoperable with Amtrak. Amtrak’s PTC system will be
fully operational in advance of NJ TRANSIT’s system, furthermore, the bulk of
NJ TRANSIT’s service uses a portion of the NEC, which is electrified; 2) Lines
Risk Assessment Ranking of the North Jersey Coast Line (an electrified line) as
the first priority .

NJ TRANSIT’s approach to achieving these production goals include:

 Contractor Production and Schedule requirements contained in NJ


TRANSIT’s “Design, Furnish, Construct, Test and Commission ASES II
Positive Train Control Project” No. 10-099X Package recently advertised
(20 July 2010). This document also requires that the vehicle work is
performed in an off-site dedicated facility for more effective control of the
installation program.

 Three dedicated force account labor crews for installation of wayside PTC
equipment.

 NJ TRANSIT’s PTC Project Organization and staff dedicated to its PTC


Program. This is described in Section I.2.1 “Organizational
Relationships”. More specifically, overall responsibility for the PTC
Program is assigned to NJ TRANSIT’s Capital Planning and Programs
Department, and delegate the “New Starts” Project group. Responsibility
for the entire PTC Program is assigned to the Director, Systems
Engineering and Design. The PTC Procurement Package has been
assigned to the PTC Project Manager who reports to the Director. The
Director and Project Manager are assisted by a PTC Consultant Support
Services staff who serve as an extension of staff with PTC Procurement
tasks and support systems integration and interface efforts. The Director
and Project Manager are also responsible for systems integration and NJ

NJTPTCIMPPLNFNLV14Page 160 of 162


TRANSIT rail operations and infrastructure interface. This Consultant
Support Services Contract was awarded in December 2009 and is actively
underway.

9) Reference Figure 6.1 and Section 11 – Please explain each track segment’s risk level,
ranking and installation schedule.

NJ TRANSIT intends to advance the installation and commissioning of the ASES


II PTC system on a line-by-line basis. The practical realities of NJ TRANSIT’s
operations, rail network, resources, referenced in Section 7 “Deployment Sequence
and Schedule” reinforce the line-by-line approach. NJ TRANSIT’s plan considers
construction staging, crew productivity, program continuity and progress, and
the sequence of testing and commissioning to permit “turning on” lines in a
logical sequence with other project elements (the office, rolling stock etc.).

Line Risk Total Line Average Line


Ranking Line (Route) Miles Risk Factor

1 North Jersey Coast Line 45.1 2.71


2 Bergen County Line 14.7 2.65
3 Montclair Line 26.1 2.39
4 Pascack Valley Line 22.9 2.26
5 Gladstone Line 22.1 2.25
6 Morristown Line 61.3 2.24
7 Main Line 29.1 2.13
8 Raritan Valley line 39.0 2.09
9 Atlantic City Line 58.0 1.96
10 Hudson Line 0.8 1.45
11 Morrisville Line 1.0 0.98
12 Sports Line 2.0 0.96

Total Route Miles 322.1

The table above shows the line risk ranking. The installation schedule will be
based on the Line Risk Ranking and corresponding Line Risk Factor. The line
with the highest risk, factor is ranked first in priority for PTC system installation,
therefore the Line Risk Ranking serves as the foundation for implementation
planning.

When NJ TRANSIT’s PTC Contractor is on-board the firm will be given a copy of
the Lines Risk Assessment Report to use in their project planning. NJ TRANSIT

NJTPTCIMPPLNFNLV14Page 161 of 162


will verify that the Contractor’s CPM reflects the priorities established by the
Line Risk Ranking.

10) MTEA – Princeton Line – describe freight and passenger operations and how temporal
separation is achieved.

The Princeton Line consists of 3 contiguous track segments that serve NJ


TRANSIT’s shuttle operation:

4) The Main Track (between KS and NS);


5) The University Running Track (a short platform segment west
of the Main Track beginning at KS and terminating at end of
track); and,
6) The Nassau Running Track (east of the Main Track beginning
at NS and terminating at end of track).

The sole entry and exit to/from the Princeton Line is from one location,
on Amtrak’s Northeast Corridor at Milepost 46.6. At that location, a
crossover connects the NEC Track 4 with the Nassau Running Track.

All access to this track and train movements along the entire Princeton
Line are under the direct control of the Dispatcher. Both ends of this
crossover are equipped with electrically locked hand operated switches
that prevent access to the Nassau Running Track unless released by the
Dispatcher.

These two electrically locked switches are linked to provide effective


prevention of any other train entry to the Nassau Running Track and the
Princeton Line when a passenger train is in operation on that line,
providing for effective temporal separation. The single passenger train
operation is under Form D Control System (DCS) and by timetable
schedule.

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