commissioning the hudson-bergen light rail the …...commissioning the hudson-bergen light rail the...
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* Vice President Operations, Hudson-Bergen Light Rail ** President, Rail Technology Inc. *** General Manager, Rail Operations, Hudson-Bergen Light Rail
July 5, 2001
COMMISSIONING THE HUDSON-BERGEN LIGHT RAIL
THE “RAINBOW PLAN”
by
A. E. Fazio*, D. Dali** and S. A. Feil*** Prepared for the Annual Meeting of the American Railway Engineering and Maintenance
Association (AREMA) Chicago, IL
September, 2001
1. INTRODUCTION
The Hudson-Bergen Light Rail (HBLR) is a twenty-one mile, multiple branch light
railway currently being deployed in New Jersey’s Hudson River Waterfront communities
under a Design, Build, Operate and Maintain (DBOM) contract. New Jersey Transit is
the owner with Washington Group and Kinkisharyo forming Twenty First Century Rail
Corporation (TFCRC) as the DBOM contractor. Revenue service was initiated on April
15, 2000 over approximately six route miles, 41 months after provision of Notice to
Proceed on the DBOM contract. Currently eight route miles are in service with seven
miles presently in construction. Due to the success of the initial DBOM, planning is
already in progress for extensions beyond the original 21-mile system. Figure 1
illustrates the current 21-mile system. Daily ridership is currently at just under 10,000.
This paper describes the process used to transition from construction to revenue service
(commissioning) for the initial segment.
The commissioning process is often the most challenging aspect associated with the
deployment of a new passenger railway. On Hudson-Bergen these challenges were
compounded by:
• The accelerated schedule and concurrency of activities associated with a Design-
Build process.
• Creation of a totally new operating entity, including such factors as formulation of an
entirely new set of operating procedures, and protocols, and training and qualification
of new employees.
For HBLR a carefully coordinated Commissioning Plan was followed. This plan was
based on a step-wise approach to achieving the functionality required at any given time in
the commissioning process, rather than being based in purely geographic stages of
completion. This plan was referred to as the “Rainbow Plan”. An important aspect of
this Plan was its close relationship to final System Safety certification, as well as the to
the issuance of “safety authorizations” which were provided for use of each of the interim
configurations. Each interim configuration was assigned a color and represented a phase.
Prior to initiating each phase of the Rainbow Plan, the required level of physical
completion and the operating functions of each system and subsystem as well as
associated levels of training, rules and procedures were defined. Satisfactory completion
of “Authorized Lists” led to issuance of Temporary Use Notices (TUNs) for each system
and facility. These were based on achieving an acceptable combination of functionality
in an engineered system, special procedures which were necessary to mitigate “lost
functionality”, and training in place for each level of predefined use for each Rainbow
Plan phase. The TUNs authorized incremental testing and defined the elements to be
used and the restrictions to be placed on their use due to reduced functionality.
The Commissioning process described herein is comprehensive in nature and, in addition
to Safety Certification, includes:
• Testing at the system and sub-system level
• Integration Testing, i.e., testing which occurs between “systems” or between sub-
contracts.
• Training and Qualification of Employees
• Operational Validation. This validates that the engineered systems in concert with
the newly established rules and procedures and along with employee training and
qualification will achieve the operating requirements. This is a contractual
requirement wherein TFCR was required to demonstrate to the owner (New Jersey
Transit), all routine and special operations for a pre-determined period of time.
• Operational Demonstration
This paper describes the HBLR start-up with emphasis on how the process consistently
satisfied the requirements of the System Safety Plan. The process described in this paper
required approximately 15 months from formal beginning of system-wide commissioning
efforts to the achievement revenue ready status.
2. CRITICAL FACTORS
A number of issues were identified by the HBLR management team during the early
planning of the commissioning process. These issues primarily stemmed from the “fast-
track” nature of this deployment and the fact that HBLR is an entirely new system
utilizing a technology (light rail) that has not been operated in the New Jersey/New York
area (with the singular and somewhat special exception of the Newark City Subway) for
50 years. The latter, for example, influenced the level of preparation required in the
community for in-street operation.
The most significant issues to be addressed in formulating the commissioning plan were:
• The significant amount of “concurrent engineering” which was occurring as
part of the Design/Build process. This was a necessary consequence of the
ambitious deployment schedule. Shortening (“crashing”) durations while
retaining a “sequential”, conventional deployment process would not have
achieved the schedule goals.
• The short time available between completion of the construction or
installation of each system and the mandated “revenue ready” date. This
reduced the durations available for integrated testing and also limited the
time for which that particular system or element would be available to the
operations management team for training and qualification of new
employees.
• The contractual requirement for self-certification of a new operating transit
system by a private operator; this was a first!
• The relative inexperience of the workforce of the new operating group,
particularly in the transportation department. Almost all train operators were
new to the railway industry, and a large number of line supervisors were also
new to railway operations.
TFCR’s leadership team, in cooperation with New Jersey Transit, began detailed
planning for Commissioning, with initial focus on “engineering start-up” a full two years
prior to the contractually mandated revenue ready date. As trivial as it may sound, first
order of business was to standardize terminology, i.e., what is meant by “Start-up”,
“Activation”, “System Testing”, “Integrated Testing” and so on. This was a real issue
since managers and lead discipline engineers with different technical backgrounds
(transportation, construction, and design) used the terms differently. Appendix “A”
summarizes the defined usage of the important terms.
In order to address these issues the Commissioning process for the initial operating
segment would require the following attributes:
• Stepwise Functionality. The process would achieve incremental
commissioning of elements (systems, sub-systems, areas) as they became
available according to a carefully defined progression. Each step in the
process would be based on the minimal level of completion that was required
to achieve the functionality defined for that particular phase.
• Discipline. Due to the relative inexperience of some of the field forces,
particularly as previously noted in the Transportation Department, the
process was somewhat dogmatic. A set of Special Start-up and Test
Procedures (STP’s) was written expressly for Commissioning. These
procedures addressed all aspects of commissioning, from performing
engineering tests to establishment and operation of a temporary office until
the control center was placed in service. Included in these STP’s were
carefully defined protocols, defined below, for transfer of “ownership” from
the Construction group to the Start-Up unit to Rail Operations.
• Ownership Authority. This needed to be clearly defined between TFCR
organizational units. As part of the commissioning “dogma” a specific trail
of “ownership” of fixed plant equipment and systems was as defined and
illustrated in Figure 2. Under this protocol ownership was jealously guarded
to the point where even padlocks on equipment cases were changed upon
“turnover” or “release” to a “following” group. Provisions were necessarily
made for entry or work by one group into areas or systems owned by another.
This, for example, occurred when construction forces entered a system
“owned” by start-up in order to complete punchlist items. When this
occurred Construction personnel were required to comply with STP’s. An
important aspect of “ownership” pertained to electrified energy (traction
power, building, shops), and of authority for train movement.
• Flexible . While flexibility seems at odds with a “dogmatic” approach, the
leadership of the Commissioning team constantly reevaluated status and
forecast of schedule progress in order to accele rate required work or establish
commissioning “work-arounds”. In fact, each of the letter descriptions
appended to the color phases represents such a work-around. The key to
maintaining flexibility in a dogmatic process, was the understanding and
“protection” of the “stepwise” progression of functionality.
• Safe. Clearly the most important attribute, this focused strongly on “interim”
conditions or use of partially “disabled”/completed engineering systems.
Thus a special aspect of the system safety process evaluated and “authorized”
(using TUN’s) operation over interim configuration.
3. ORGANIZATION
A “Start-up” unit was organized. This unit was separate and distinct from Construction
Division as well as from Rail Operations and reported directly to Program Management
at the same level as each of these other units. The Start-Up unit was comprised of a mix
of personnel with extensive, fixed plant railway (maintenance of way) experience. Rail
experts with experience (primarily in traction power, signals, track and rolling stock)
were complemented with personnel with experience in power plants and the defense
industry (for fiberoptics, SCADA, shops, traffic system, stations). In particular,
personnel with power plant experience were well versed in concepts pertaining to
achieving partial functionality in an engineered system or sub-system while protecting
the safety aspects of the “missing” functions through procedures or “limited usage”
protocols.
4. THE RAINBOW PLAN
As previously noted the fundamental basis for establishing the level of completion, by
type of system or sub-system as well as by geographic extent was the minimal
functionality required to achieve the objectives of that particular phase. This was, in turn,
based on a rigorous “backwards” pass along the Program’s Design/Build and
Commissioning schedules. This approach was required because the original optimized
project logic was at 3 to 4 months’ negative float with 18 months remaining prior to the
targeted revenue ready date, with a likelihood of further slip due to unknowns in the areas
of “safety certification” and “staffing and qualifying” train operators. Thus, a PERT
analysis would have shown an even more critical situation. Under the Rainbow Plan a
revised commissioning (as defined including Start-up, Activation, etc.) CPM was
developed showing absolute essentials. This schedule was formulated, backwards from
the revenue ready date, with zero float. As one would expect, this schedule clearly
indicated the critical nature of the test and acceptance of the Light Rail Vehicle (LRV) to
the entire commissioning process. This was because the LRV was required for selected
integrated tests (e.g., safe braking, dynamic clearances, ride quality, EMI, and
pantograph/trolley wire) and to supervisor and operator training, all of which were
prerequisite to validating the Hudson-Bergen Operating Plan.
Appendix “C” provides a tabular description of each of the Rainbow Plan Phases,
including a “purpose” for each phase. The next step in this “backwards” process was to
determine minimal levels of completion of the HBLR fixed plant for each of these
commissioning phases. Clearly validating the HBLR Operating Plan required all of the
fixed plant to be operable, but earlier “phases” could be accomplished with less. This
process of differentiating between what was absolutely essential from the “good to have”
caused the commissioning process to be somewhat less than optimal from an economic
viewpoint, but was required in order to maintain total program schedule. Most
importantly, adherence to the schedule for revenue service achieved total economic
optimization. In the limit, it was determined that the first major tasks, the integration of
the sub-systems aboard the LRV (braking, traction power, controls) and the “proof of
design” testing of the LRV could be achieved with approximately one mile of single
track, and that an old fashioned “baton” could be utilized as a means of train control. The
initial commissioning phase, termed the “red” phase after the color used to denote the
limits of energized catenary and live track on the “war room” drawings, was
accomplished under a railway plant configured as illustrated in Figure 4 and described in
the associated Table. During this phase ownership of Red (and its associated “fouling
envelope”) was assigned to the Start-up Unit. Construction forces were not permitted to
work in Red territory without formal authorization and when they entered were required
to comply with the Start-up unit’s STP’s. A temporary movement office was established
in a sub-station and a baton (as called for by STP’s) provided authority for train
movement. Since Start-up “owned” Red, all involved transportation personnel worked
under the tactical direction of the daily Test Manager. Since interlockings were not yet
“in-service”, the STP’s required that each turnout be locked and wedged prior to any train
movement. Further, since the route between the Red section trackage and the car house
remained an active construction site, and remained under Construction’s jurisdiction, the
Test Manager was required to coordinate yard moves with Construction’s site manager.
The Red “A” phase consisted of approximately 1½ miles of track No. 1 on the Bayonne
Branch.
While Red phasing LRV tests occurred on this track, Construction required to initiate
vehicle acceptance testing was expedited. This was designated as the Green Phase. A
minimum of 12 (of the total of 29) LRV’s were required to support supervisor and
operator training and integrated testing. At an estimated one week per LRV it was
essential that capability be provided to test two cars independently, hence two tracks were
required. Arrival of the production LRV’s coincided with completion of all LRV
acceptance tests with the exception of the “safebraking” function initiated under the
Automatic Train Control (ATC) system. Since the ATP sub-system was not operable,
these tests were deferred until the train control system was fully functional. Although
this could be considered as “doubling” the hill, it was necessary to maintain the
commissioning schedule.
The initial Rainbow Plan called for cut-in of the train control system in time for Green
Phase; since this did not occur, Green “A” was designated for operation of two tracks
using special batons (a “track 1” baton and a “track 2” baton) and the Green territory
remained under Start-Up’s control. Consequently, work progressed in accordance with
STP’s. Shortly after the initiation of Green “A” the wayside functions of the train control
system were placed in service. Unfortunately, unresolved issues caused temporary
disablement of the cab signal/ATC sub-systems. Likewise, the OCC was not yet
completed. It was now only eight months to revenue ready status and the Leadership
Team determined that it was essential that the Rail Operations Department take charge
and that, in particular, the Senior Transportation Managers begin to apply the permanent
Operating Rules & Procedures. This was considered to be an essential part of the
“activation” process. Accordingly, at the commencement of the Green “B” control of
“Green Territory” was assigned to Rail Operations, and the LRV Test Manager now
worked under the cognizance of TFCRC’s General Manager and, more importantly, tests
in Green “B” were conducted under the authority of the Operating Rules & Standard
Operating Procedures (SOP’s); the STP’s no longer applied to Green Territory. The new
HBLR Operating Rules were modified to reflect the lack of cab signals and OCC and put
into effect as the “Green Rules”. A discussion of the basis for such modification and
issuance of a Temporary Use Notice (TUN) by the System Safety Committee is included
in the following section. The splitting of the Green Phase into “A” and “B” portions and
the formal issuance of the “Green Rules” provide a good example of the apparent
oxymoron of a “flexible, dogmatic” approach.
The basic logic shown in Figure 2 is illustrative; its implementation required concurrent
progression of activities wherever possible. Consequently, as Green Phase activities
progressed on the Bayonne Brach, the West Side Branch and portions of the mainline
were moved into the “Orange “A” phase “System Level and Preliminary Integrated
Testing”. This territory was “turned over” by the Construction Manager to the Start-up
Manager, and subsequently all activities, including train movements (within Orange)
were conducted under the STP’s. Immediately following integrated testing the West Side
branch along with those cars which had completed commissioning were designated as
“Blue” and released to “Rail Operations” for use in operator training. Thus, at
approximately six months prior to revenue ready date the status of HBLR was depicted in
Figure 5. Likewise, subsequent phases continued to occur concurrently until the entire
Initial Operating Segment was released to the General Manager.
The stepwise commissioning of HBLR according to the Rainbow Plan is summarized in
Appendix “C”. Two processes which are strongly related to success of the HBLR’s
initial commissioning are Systems Integration and Systems Safety. Each of these need to
be initiated at the very beginning of a program in order to maximize their benefits.
5. SYSTEM INTEGRATION AND SYSTEMS SAFETY
Systems Integration is a program wide process which initially assures that the design of
individual system is such that the Railway’s (or any product’s) operational requirements
will ultimately be achieved by the completed systems acting individually and in
combination. A fundamental aspect of SI is the early formulation of interface control
requirements and criteria, and their formal delineation by Interface Control Documents
(ICD’s). Properly optimized design is a deductive process, that is, it is top down where
design in each discipline must conform to “System Level” design requirements, and
where the ICD’s are the means of assuring such conformance. The list of systems and
sub-systems utilized in the HBLR program are listed in Appendix “B”. This
classification is recommended as an industry-wide protocol. The approach to Systems
Integration used on Hudson-Bergen Light Rail was previously presented at the 1999
AREMA Signals and Communication Conference in Baltimore.
Commissioning and pre-commissioning testing, conversely, is inductive, and works up
the hierarchy of each system as illustrated in Figure 6. Integrated Testing, which is near
the top of the hierarchy, is based on the ICD’s. If an active SI process has been
implemented throughout the deployment cycle (as it should be!), the integrated testing
essentially becomes a validation of the original integration criteria and proves that these
criteria have been satisfied by the design, manufacture and construction. The keystone of
the Integrated Test Plan is therefore the ICD’s.
Under the Rainbow Plan certain systems were placed in service at partial functionality,
i.e., with certain sub-systems not in service. A good example is train control during the
Green Phase, where EMI issues precluded use of the cab-signal system. The concept of
utilization of a system which is partially disabled is a common practice used explicitly
(i.e., well known, well documented, and well controlled) in such industries as power
generation and defense, as well as railroading. It is based on a full understanding of the
design functionality of each sub-system, and on the integration requirements of each
system. The concept of “graceful degradation” (while protecting safety) is critical to use
of partial systems. In the case of the Green Phase, the train control system was placed in
service with the function of “train separation” performed as if all trains had experienced
an “on-board” cab signal failure. Trains were moved using “clear block” (green) aspects
on the wayside signals, which could only be displaced if the entire block to the next
interlocking was unoccupied, rather than “proceed cab” (Lunar). This method provided
normal train routing and broken rail protection, and limited following trains to an
approximately six minute headway, rather than the design headway of two minutes. As a
consequence, later action then involved subsequent retest of the interface between on-
board cab signal equipment and the vehicle traction power and braking equipment.
For each phase of the Rainbow Plan the System Safety Process evaluated:
• The intended operation, i.e., the operation which was required to achieve the stated
goal of each phase, including associated test plans.
• The level of system/sub-system completion and the safety of implications of any
missing functionalities.
• Mitigation methods which were proposed for that phase, to accommodate
degradation of systems functionality.
• Documentation and training of all personnel involved on temporary operating
protocols (STP’s, “Green” Operating Rules, etc.). This includes safety critical
inspections and tests.
Upon review and findings that all items were compliant, the System Safety Committee
issued a Temporary Use Notice (TUN). This indicates that the operations, as stated for
that phase in association with the mitigation measures, is safe. The TUN process is
maintained as separate and distinct from the Safety Certification process. The latter is
directed strictly to certification for revenue operation.
6. CONCLUSIONS
(a) Just as in revenue operation, safety is the highest priority during the
commissioning process. The safety of interim conditions, and temporary
operations requires careful engineering and operation review through a formal
process. On HBLR this was the “Authorization” process, as differentiated from
the “Certification” process. Safety “Certification” is reserved for final readiness
for revenue service.
(b) The Commissioning Process should be highly disciplined and well documented.
A reasoned, dogmatic approach is beneficial, particularly to a new start property.
(c) Concurrent engineering and performance of concurrent construction and testing
activities was essential to the fast track deployment of the initial operating
section of HBLR. This was most “efficient” in bringing the “product” to the
marketplace, but did not necessarily provide the “cheapest” commissioning cost.
(d) A robust System Integration process is absolutely essential to an efficient and
safe commissioning process. The most apparent reason is that it provides ICD’s,
which are, in turn, the basis for integrated testing. A more subtle and perhaps
even more significant reason is that SI is critical to evaluating safety and
formulating protocols for test operations which will occur under “degraded”
conditions. SI also is critical to final safety certification.
(e) Planning for Commissioning should start early; on HBLR the Start-Up
organization was mobilized two years prior to the “revenue ready” date.
ACKNOWLEDGEMENT
The support and cooperation of New Jersey Transit’s executive and technical staff was
instrumental in the success of the HBLR. In particular, Jeff Warsh, Executive Director, Dan
Censullo, Assistant Executive Director, and Rich Falcon, Director of Systems Engineering
provided outstanding leadership during Start-up and Activation. Bob Sedlock of the NJ DOT
(System Safety Oversight) offered outstanding insights into the safety of interim conditions.
LIST OF FIGURES
Figure 1 HBLR System Map Figure 2 Ownership Flow Figure 3 Basic Backwards Logic Figure 4 Red “A” Phase Schematic Figure 5 Green/Blue/Orange Schematic Figure 6 Integration Hierarchy Appendix A Definitions Appendix B List of Systems & Sub-Systems Appendix C Table of Rainbow Plan Phases
hb5_0739p
Figure 2
CONSTRUCTION
Complete sub-system construction and inspection.Complete testing belowsub-system level
Documentation & punchlist clearly delineated
joint reviewwith start-up
Failure
If pass, turnover to start-up
“Energy Applied”
Sub-System Testing STP’s ApplySystem TestingIntegrated Testing
with documentation & punchlist substantially completed
Joint review with Rail Operations passes
Rail Operations Owns ; Rules and SOP’s Apply
Hb5-0739
Figure 3
Dynamic Integration of LRV Subsystems
2 PrototypeLRV’s,QualificationTesting
Initial Fleetof LRV’s, AcceptanceTesting
SupervisionTrainingSelectedIntegratedTesting
OperatorTraining
Validationof HBLROperatingPlan
Full Demo Revenue Ready
Hb5-0739
Figure 4Status of HBLR, Red “A” Phase
SYSTEM LEVEL OF COMPLETION
Track 1 ½ miles: Turnout locked & blocked for all train movements
Traction Power 1 ½ miles of OCS & 1 Sub-station
Integrated Control System Not available, use of radio, temporary movement office, and train sheets
Train Control Not available, use of baton
Shop Minimal repairs only
Yard Under construction, start-up moves through the yard under authority ofConstruction group
• “Red A” Phase1.5 Single Track• Start-up Control
All Systems Except Red underControl of Construction Division
“Y-South”Interlock Shops
“Y-North”Interlock
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R 2425+00
R 2424+00
R 2423+00
R 2422+00
R 2421+00
R 2420+00
R 2419+00
R 2418+00
R 2441+00
L 2440+00
L 2439+00
L 2438+00
R 2440+00
R 2439+00
R 2438+00
R 2437+00
0
2452
2451
2450
2449
2452
2451
2450
2449
L 2448+00
L 2447+00
L 2446+00
L 2445+00
L 2444+00
L 2443+00
L 2442+00
L 2441+00
12.00'
R 2448+00
R 2447+00
R 2446+00
R 2445+00
R 2444+00
R 2443+00
R 2442+00
L 2437+00
L 2436+00
L 2435+00
L 2434+00
L 2433+00
L 2432+00
L 2431+00
L 2430+00
R 2436+00
R 2435+00
R 2434+00
R 2433+00
R 2432+00
R 2431+00
R 2430+00
GARFIELD AVENUE STATION
496
495
494
493
492
491
490
489
487
486
485
484
495
494
493
492
491
490
487
486
485
484
12
11
10
9
2
1
0
2
1
2464
2463
2462
2461
2460
2459
2458
2457
2456
2455
2454
2453
2464
2463
2462
2461
2460
2459
2458
2457
2456
2455
2454
2453
496
2
0
2471
2470
2469
2468
2467
2466
2465
2471
2470
2468
2467
2466
2465
504
503
502
501
500
499
498
497
504
503
501
500
499
498
497
2
L 510+00
L 509+00
L 508+00
L 507+00
L 506+00
L 505+00
L 504+00
L 503+00
L 502+00
R 510+00
R 509+00
R 508+00
R 507+00
R 506+00
R 505+00
R 504+00
R 503+00
R 502+00
R 501+00
LIBERTY STATE PARK STATION
L 512+00L 511+00
R 512+00
R 511+00
L 523+
00
L 522+
00
L 520+
00
L 519+00
L 518+00
L 517+00
L 516+00
L 515+00
L 514+00
L 513+00
R 523+
00
R 522+
00
R 521+
00
R 520+
00
R 519+00
R 518+00
R 517+00R 516+00
R 515+00
R 514+00
R 513+00
S72^11'55"E
TRACK R
>
TRACK L
>
S66^28'26"E
S72^11'55"E
S76^27'24"E
S72^11'55"E
WEST SIDE AVENUE STATION
14'
28.375'
L 2392+00
L 2391+00
L 2390+00
L 2389+00
L 2388+00
L 2387+00
L 2386+00
R 2393+00
R 2392+00
R 2391+00
R 2390+00
R 2389+00
R 2388+00
R 2387+00
R 2386+00
TRACK R
TRACK L
>
>
S77^55'24"E
S77^55'24"E
S72^23'29"E
S72^11'55"E
S72^11'55"E
14'
L 2405+00
L 2404+00
L 2403+00
L 2402+00
L 2401+00
L 2400+00
L 2399+00
L 2398+00
L 2397+00
L 2396+00
L 2395+00
L 2394+00
R 2405+00
R 2404+00
R 2403+00
R 2402+00
R 2401+00
R 2400+00
R 2399+00
R 2398+00
R 2397+00
R 2396+00
R 2395+00
R 2394+00
>
TRACK R
TRACK L
>
S72^23'29"E
L 2406+00
L 635+00
L 551+00
JERSEY CITY MEDICAL CENTER STATION
R 551+00
L 534+00
L 525+
00
L 524+
00
R 525+
00
R 524+
00
LR 534+00
LR 533+00
LR 532+00
LR 531+00
LR 530+00
L 536+00
L 535+00
R 536+00
R 535+00
LR 529+00
LR 528+00
LR 527+00
LR 526+00
RR 533+00
RR 532+00
RR 531+00
RR 530+00
RR 529+00
RR 528+00
RR 527+00
RR 526+00
R 534+00
L 550+00
L 549+00
L 548+00L 547+00
L 546+00
L 544+00
L 543+00
L 542+00
L 541+00
L 540+00
L 539+00
L 538+00
L 537+00
R 550+00
R 549+00
R 548+00
R 547+00
R 546+00
R 545+00
R 544+00
R 543+00
R 542+00
R 541+00
R 540+00
R 539+00
R 538+00
R 537+00
L 577+00
R 577+00
L 564+00R 564+00
L 563+00
L 562+00
L 561+00
L 560+00
L 559+00
L 558+00
R 563+00
R 562+00
R 561+00
R 560+00
R 559+00
R 558+00
L 555+00
L 554+00
L 553+00
L 552+00
R 555+00
R 554+00
R 553+00
R 552+00
L 576+00
L 575+00
L 574+00
L 573+00
L 572+00
L 571+00L 570+00
L 569+00
L 568+00
L 567+00
L 566+00
L 565+00
R 576+00
R 575+00
R 574+00
R 573+00
R 572+00
R 571+00
R 570+00
R 569+00
R 568+00
R 567+00
R 566+00
R 565+00
NORTH STATION
LIBERTY HARBOR
NORTH STATION
LIBERTY HARBOR
L 588+00
L 587+00
L 586+00
L 585+00
L 583+00
L 582+00
L 581+00
L 580+00
L 579+00
L 578+00
R 588+00
R 587+00
R 586+00
R 585+00
R 583+00
R 582+00
R 581+00
R 580+00
R 579+00
R 578+00
++
L 600+00
L 599+00
L 598+00
L 597+00
L 596+00
L 595+00
L 594+00
L 592+00
L 591+00
R 600+00
R 599+00
R 598+00
R 597+00
R 596+00
R 595+00
R 594+00
R 593+00
R 592+00
R 591+00
L 590+00
L 589+00
R 590+00
R 589+00
ESSEX STREET STATION
ESSEX STREET STATION
EXCHANGE PLACE STATION
L 610+00
L 609+
00
L 608
+00
L 607+00
L 606+00
L 605+00
L 604+00
L 603+00
L 602+00
L 601+00
R 610+00
R 609+
00
R 608
+00
R 607+00
R 606+00
R 605+00
R 604+00
R 603+00
R 602+00
R 601+00
L 620+00
L 619+00
L 617+00
L 616+00
L 615+00
L 613+00
L 612+00
R 620+00
R 619+00
R 618+00
R 617+00
R 616+00
R 615+00
R 614+00
R 613+00
R 612+00
HARBORSIDE STATION
HARBORSIDE STATION
L 634+00
L 633+
00
L 632
+00
L 631
+00
L 629
+00
R 634+00
R 633+
00
R 632
+00
R 631
+00
R 630
+00
R 629
+00
L 628
+00
L 627
+00
L 625+
00
L 624+
00
L 623+
00
L 622+
00
L 621+
00
R 628
+00
R 627
+00
R 62 6
+00
R 625+
00
R 624+
00
R 623+
00
R 622+
00R 6
21+00
STATION
HARSIMUS COVE
STATION
HARSIMUS COVE
L 644+00
L 643+00
L 642+00
L 641+00
L 640+00
L 638+00
L 637+00
L 636+00
R 644+00
R 643+00
R 642+00
R 641+00
R 640+00
R 639+00
R 638+00
R 637+00
R 636+00
R 635+00
656+00
655+00
654+00
655+00
NEWPORT STATION
L 651+00
L 650+00
L 649+00
L 648+00
L 647+00
L 645+00
NEWPORT STATION
R 651+00
R 650+00
R 649+00
R 648+00
R 647+00
R 645+00
657+00
665+00
664+00
662+00
661+00
660+00
659+00
658+00
657+00
665+00
664+00
662+00
661+00
660+00
659+00
658+00
675+00
674+00
673+00
672+00
671+00
670+00
669+00
668+00
675+00
674+00
673+00
672+00
671+00
670+00
669+00
668+00
666+00
666+00 R 3665+00
677+49
677+00
677+49
677+00
R 683
+00
R 682+
00
R 681+00
R 680+
00
R 678+00
R 3680+00
R 3679+00
R 3678+00
R 3677+00W 103+00
W 102+00W 101+00
R 3676+00
R 3675+00
R 3674+00
R 3673+00
R 3672+00
R 3671+00
R 3670+00
R 3669+00
R 3668+00
R 3667+00
R 3666+00
H P M5 2 = V
' 0 0 . 0 5 6 = R
' 0 0 . 0 5 6 = R
' 0 9 3 = R
R 3664+00
R 3663+00
R 3662+00
R 3661+00
R 3660+00
R 3659+00
R 3658+00
R 3657+00
R 3656+00
R 3654+97
' 0 7 2= R
' 0 7 2= R
H P M5 1 = V
' 5 8 2 = R
HOBOKEN TERMINAL ST
ATION
EG
2394+25
2411+00
310+
00
314+
70
P
431+
50
539+00
540+00
563+00627+70
Bayview A
ve
E 4
0th
St.
383+
70G
ates
Ave
(clo
sed
)
1 1 '
16.0'
15.0'
18.0'
12.0'
12.0'
16.0'
16.0'
16.0'
16.0'
STA
R 5
04+
58.9
2 BK
STA
R 5
05+
16.9
6 A
HD
PS
N75^13' 58"E
N47^49' 00"E
N54^58'10"E
N68^04' 48"E
N73^01' 02"E
N65^51'52"E
14.52'14.54'
16.33'
R81
L81
STA
L 5
04+
58.5
6 BK
STA
L 5
05+
15.0
6 A
HD
PS
C81
Bergen Ave
2
2471
2470
2469
2471
2470
2469
504
504
503
502
L 505+00
L 504+00
L 503+00
R 505+00
R 504+00
R 503+00
E 31
st S
t.
ORANGE PHASE
FOR INTEGRATED TESTINGUNDER START-UP'S CONTROL
AREA 3
UNDER CONSTRUCTION DIVISIO
N'S CONTROL
GREEN PHASE
UNDER CONTROL OF RAIL OPERATIONS; FOR VEHICLE ACCEPTANCE
UNDER CONTROL OF RAIL OPERATIONS; FOR TRAINING
BLUE PHASE
CIH
TPSS
TPSSCIH
CIH
TPSS
TPSS
CIH
CIH
TPSS
676+00676+00
CROSSINGTEMP. GRADE
L 311+00
34TH STREET STATION
L 310+00
L 309+00
L 308+00
L 307+00
L 306+00
R 311+00
R 310+00
R 309+00
R 308+00
R 307+00
R 306+00
L 355+00
R 355+00
L 333+00
L 319+00
L 318+00
L 317+00
L 316+00
L 315+00
L 313+00
L 312+00
R 318+00
R 317+00
R 316+00
R 315+00
R 313+00
R 312+00
L 322+00
L 321+00
L 320+00
R 322+00
R 321+00
R 320+00
R 319+00
L 331+00
L 330+00
L 329+00
L 328+00
L 327+00
L 326+00
L 325+00
R 333+00
R 331+00
R 330+00
R 329+00
R 328+00
R 327+00
R 326+00
L 324+00
R 325+00
R 324+00
L 344+00
R 344+00
45TH STREET STATION
L 340+00
L 339+00
L 338+00
L 337+00
L 336+00
L 335+00
L 334+00
R 339+00
R 338+00
R 337+00
R 336+00
R 335+00
R 334+00
L 343+00
L 342+00
R 343+00
R 342+00
R 340+00
CR1 350+00
CR3 1+00CR1 355+00
CR1 354+00
CR1 353+00
CR1 352+00
CR1 351+00
CR1 349+00
CR1 348+00
CR1 347+00
R 352+00
L 354+00
L 353+00
L 352+00
L 351+00
L 349+00
L 348+00
L 347+00
R 354+00
R 353+00
R 351+00
R 349+00
R 348+00
R 347+00
L 346+00
L 345+00
R 346+00
R 345+00
CR1 358+00
CR1 357+00 CR2 1+00
CR1 356+00
L 360+00
L 358+00
L 357+00
L 356+00
R 360+00
R 358+00
R 357+00
R 356+00
L 378+00
CR1 366+00
L 366+00
R 366+00CR1 365+00
CR1 363+00
CR1 362+00
CR1 361+00
CR1 360+00
L 365+00
L 364+00
L 363+00
L 362+00
L 361+00
R 365+00
R 364+00
R 363+00
R 362+00
R 361+00
CR1 367+00
L 376+00
L 375+00
L 374+00
L 373+00
L 372+00
L 371+00
L 370+00
L 369+00
L 367+00
R 378+00
R 376+00
R 375+00
R 374+00
R 373+00
R 372+00
R 371+00
R 370+00
R 369+00
R 367+00
L 391+00
R 391+00
L 379+00
R 379+00
R 383+00
L 390+00
R 390+00R 390+00L 389+00
L 388+00
L 387+00
L 385+00
L 384+00
L 383+00
L 382+00
L 381+00
L 380+00
R 390+00
R 389+00
R 388+00
R 387+00
R 385+00
R 384+00
R 382+00
R 381+00
R 380+00
CR2 38+00L 394+00
L 393+00
L 392+00
R 394+00
R 393+00
R 392+00
CR2 39+00
DANFORTH AVENUE STATION
L 403+00
L 402+00
L 401+00
L 400+00
L 399+00
L 398+00
L 397+00
L 396+00
R 403+00
R 402+00
R 401+00
R 400+00
R 399+00
R 398+00
R 397+00
R 396+00
S72^23'29"E
L 2407+00
R 2406+00
L 411+00
L 410+00
L 409+00
L 408+00
L 407+00
L 406+00
L 405+00
R 411+00
R 410+00
R 409+00
R 408+00
R 406+00
R 405+00
L 416+00
L 415+00
L 414+00
L 412+00
R 416+00
R 415+00
R 414+00
R 412+00
L 422+00
L 422+00
L 427+00L 426+00
L 425+00
L 424+00
L 423+00
L 421+00
L 420+00
R 420+00
R 421+00
R 423+00
R 424+00
R 425+00
R 426+00
R 427+00
L 419+00
L 418+00
L 417+00 R 418+00
R 419+00
R 417+00
L 429+00
L 428+00
R 428+00
R 429+00
L 442+00RICHARD STREET STATION
N41^38'31"E
L 441+00
L 439+00
L 438+00
L 437+00
L 436+00
L 435+00
L 434+00
L 433+00
L 432+00
L 430+00
R 430+00
R 432+00
R 433+00
R 434+00
R 435+00
R 436+00
R 437+00
R 438+00
R 439+00
R 441+00
R 442+00
L 444+00
L 443+00
R 443+00
454+50
454+50
R 457+00
L 457+00
L 456+00
R 456+00
R 455+00
L 455+00
L 454+00
L 453+00
L 452+00
L 451+00
L 450+00
L 448+00
L 447+00L 446+00L 445+00
R 444+00 R 445+00 R 446+00
R 453+00
R 447+00R 448+00
R 450+00
R 451+00
R 452+00
R 454+00
L 458+00
R 458+00
478
00
ML1XO2
470
469
468
467
466465
464
463462
461
460
459
470
469
468
467
466
465
464
463
462
461
460
459
478
477
476
475
474
473
472
471
477
476
475
474
473
472
471
483
482
481
480
479
483
482
481
480
479
L 2429+00R 2429+00
L 2417+00R 2417+00
L 2410+00
L 2409+00
L 2408+00
R 2410+00
R 2409+00
R 2408+00
R 2407+00
MLK DRIVE STATION
12.00'
L 2416+00
L 2415+00
L 2414+00
L 2413+00
L 2412+00
L 2411+00
R 2416+00
R 2415+00
R 2414+00
R 2413+00
R 2412+00
R 2411+00
L 2423+00
L 2422+00
L 2421+00
L 2428+00
L 2427+00
L 2426+00
L 2425+00
L 2424+00
L 2420+00
S72^16'44.00"E
S72^16'44.00"E
L 2419+00
L 2418+00
R 2428+00
R 2427+00
R 2426+00
R 2425+00
R 2424+00
R 2423+00
R 2422+00
R 2421+00
R 2420+00
R 2419+00
R 2418+00
R 2441+00
L 2440+00
L 2439+00
L 2438+00
R 2440+00
R 2439+00
R 2438+00
R 2437+00
0
2452
2451
2450
2449
2452
2451
2450
2449
L 2448+00
L 2447+00
L 2446+00
L 2445+00
L 2444+00
L 2443+00
L 2442+00
L 2441+00
12.00'
R 2448+00
R 2447+00
R 2446+00
R 2445+00
R 2444+00
R 2443+00
R 2442+00
L 2437+00
L 2436+00
L 2435+00
L 2434+00
L 2433+00
L 2432+00
L 2431+00
L 2430+00
R 2436+00
R 2435+00
R 2434+00
R 2433+00
R 2432+00
R 2431+00
R 2430+00
GARFIELD AVENUE STATION
496
495
494
493
492
491
490
489
487
486
485
484
495
494
493
492
491
490
487
486
485
484
12
11
10
9
2
1
0
2
1
2464
2463
2462
2461
2460
2459
2458
2457
2456
2455
2454
2453
2464
2463
2462
2461
2460
2459
2458
2457
2456
2455
2454
2453
496
2
0
2471
24702469
2468
2467
2466
2465
2471
2470
2468
2467
2466
2465
504503502
501500499498
497
504
503
501
500499
498
497
2
L 510+00L 509+00L 508+00L 507+00L 506+00L 505+00
L 504+00
L 503+00
L 502+00
R 510+00R 509+00R 508+00R 507+00R 506+00R 505+00
R 504+00
R 503+00
R 502+00
R 501+00
LIBERTY STATE PARK STATION
L 512+00
L 511+00 R 512+00
R 511+00
L 523+
00
L 522+
00
L 520+
00
L 519+
00
L 518+00
L 517+00
L 516+00
L 515+00
L 514+00
L 513+00
R 523+
00
R 522+
00
R 521+
00
R 520+
00
R 519+
00
R 518+00
R 517+00
R 516+00
R 515+00
R 514+00
R 513+00
S72^11'55"E
TRACK R
>
TRACK L
>
S66^28'26"E
S72^11'55"E
S76^27'24"E
S72^11'55"E
WEST SIDE AVENUE STATION
14'
28.375'
L 2392+00
L 2391+00
L 2390+00
L 2389+00
L 2388+00
L 2387+00
L 2386+00
R 2393+00
R 2392+00
R 2391+00
R 2390+00
R 2389+00
R 2388+00
R 2387+00
R 2386+00
TRACK R
TRACK L
>
>
S77^55'24"E
S77^55'24"E
S72^23'29"E
S72^11'55"E
S72^11'55"E
14'
L 2405+00
L 2404+00
L 2403+00
L 2402+00
L 2401+00
L 2400+00
L 2399+00
L 2398+00
L 2397+00
L 2396+00
L 2395+00
L 2394+00
R 2405+00
R 2404+00
R 2403+00
R 2402+00
R 2401+00
R 2400+00
R 2399+00
R 2398+00
R 2397+00
R 2396+00
R 2395+00
R 2394+00
>
TRACK R
TRACK L
>
S72^23'29"E
L 2406+00
L 635+00
L 551+00
JERSEY CITY MEDICAL CENTER STATION
R 551+00
L 534+00
L 525+
00
L 524+
00
R 525+
00
R 524+
00
LR 534+00
LR 533+00
LR 532+00
LR 531+00
LR 530+00
L 536+00
L 535+00
R 536+00
R 535+00
LR 529+00LR 528+00
LR 527+00
LR 526
+00
RR 533+00
RR 532+00
RR 531+00
RR 530+00
RR 529+00RR 528+00
RR 527+00
RR 526
+00
R 534+00
L 550+00
L 549+00
L 548+00
L 547+00
L 546+00
L 544+00
L 543+00
L 542+00L 541+00
L 540+00
L 539+00
L 538+00
L 537+00
R 550+00
R 549+00
R 548+00R 547+00
R 546+00
R 545+00
R 544+00
R 543+00
R 542+00
R 541+00
R 540+00
R 539+00
R 538+00
R 537+00
L 577+00R 577+00
L 564+00R 564+00
L 563+00
L 562+00
L 561+00
L 560+00
L 559+00
L 558+00
R 563+00
R 562+00
R 561+00
R 560+00
R 559+00
R 558+00
L 555+00
L 554+00
L 553+00
L 552+00
R 555+00
R 554+00
R 553+00
R 552+00
L 576+00
L 575+00
L 574+00
L 573+00L 572+00
L 571+00
L 570+00
L 569+00
L 568+00
L 567+00
L 566+00
L 565+00
R 576+00
R 575+00
R 574+00
R 573+00
R 572+00
R 571+00
R 570+00
R 569+00
R 568+00
R 567+00
R 566+00
R 565+00
NORTH STATION
LIBERTY HARBOR
NORTH STATION
LIBERTY HARBOR
L 588+00
L 587+00
L 586+00
L 585+00
L 583+00
L 582+00
L 581+00
L 580+00
L 579+00
L 578+00
R 588+00
R 587+00
R 586+00
R 585+00
R 583+00
R 582+00
R 581+00
R 580+00
R 579+00
R 578+00
++
L 600+00
L 599+00
L 598+00
L 597+00
L 596+00
L 595+00
L 594+00
L 592+00
L 591+00
R 600+00
R 599+00
R 598+00
R 597+00
R 596+00
R 595+00
R 594+00
R 593+00
R 592+00
R 591+00
L 590+00
L 589+00
R 590+00
R 589+00
ESSEX STREET STATION
ESSEX STREET STATION
EXCHANGE PLACE STATION
L 610+00
L 609+
00L 6
08+0
0
L 607+00
L 606+00
L 605+00
L 604+00
L 603+00
L 602+00
L 601+00
R 610+00
R 609+
00R 6
08+0
0
R 607+00
R 606+00
R 605+00
R 604+00
R 603+00
R 602+00
R 601+00
L 620+00
L 619+00
L 617+00
L 616+00
L 615+00
L 613+00
L 612+00
R 620+00
R 619+00
R 618+00
R 617+00
R 616+00
R 615+00
R 614+00
R 613+00
R 612+00
HARBORSIDE STATION
HARBORSIDE STATION
L 634+
00
L 633
+00
L 632
+00
L 631+
00
L 629+
00
R 634+
00
R 633
+00
R 632
+00
R 631+
00
R 630+
00
R 629
+00
L 628
+00
L 627
+00
L 625+
00
L 624+00
L 623+00
L 622+00
L 621
+00
R 628
+00
R 627
+00
R 626
+00
R 625+
00
R 624+
00
R 623+
00
R 622+
00
R 621+
00
STATION
HARSIMUS COVE
STATION
HARSIMUS COVE
L 644+00
L 643+00
L 642+00
L 641+00
L 640+00
L 638+00
L 637+00
L 636+00
R 644+00
R 643+00
R 642+00
R 641+00
R 640+00
R 639+00
R 638+00
R 637+00
R 636+00
R 635+00
656+00
655+00
654+00
655+00
NEWPORT STATION
L 651+00
L 650+00
L 649+00
L 648+00
L 647+00
L 645+00
NEWPORT STATION
R 651+00
R 650+00
R 649+00
R 648+00
R 647+00
R 645+00
657+00
665+00
664+00
662+00
661+00
660+00
659+00
658+00
657+00
665+00
664+00
662+00
661+00
660+00
659+00
658+00
675+00
674+00
673+00
672+00
671+00
670+00
669+00
668+00
675+00
674+00
673+00
672+00
671+00
670+00
669+00
668+00
666+00
666+00
R 3665+00
677+49
677+00
677+49
677+00
R 683+
00
R 682+
00
R 681+00
R 680+00R 678+00
R 3680+00
R 3679+00
R 3678+00
R 3677+00
W 103+00
W 102+00
W 101+00
R 3676+00
R 3675+00
R 3674+00
R 3673+00
R 3672+00
R 3671+00
R 3670+00
R 3669+00
R 3668+00
R 3667+00
R 3666+00
H P M 5 2 = V
' 0 0 . 0 5 6 = R
' 0 0 . 0 5 6 = R
' 0 9 3 = R
R 3664+00
R 3663+00
R 3662+00
R 3661+00
R 3660+00
R 3659+00
R 3658+00
R 3657+00
R 3656+00
R 3654+97
' 0 7 2= R
' 0 7 2= R H P M 5 1 = V
' 5 8 2 = R
HOBOKEN TERMINAL STATION
11'
16.0'
15.0'
18.0'
12.0'
12.0'
16.0'
16.0'
16.0'
16.0'
STA
R 5
04+5
8.92
BK
STA
R 5
05+1
6.96
AH
D
PS
N75^13' 58"E
N47^49' 00"E
N54^58'10"E
N68^04' 48"E
N73^01' 02"E
N65^51'52"E
14.52'
14.54'16.33'
R81
L81
STA
L 5
04+5
8.56
BK
STA
L 5
05+1
5.06
AH
D
PS
C81
2
2471
24702469 2471
2470
2469
504
504
503502
L 505+00
L 504+00
L 503+00
R 505+00
R 504+00
R 503+00
NEWPORT
PROPERTIES
VACATION OF
1ST STREET BY
CITY OF JERSEY CITY
PARCEL E96
HUDSON
LIMITED PARTNERSHIP
EXCHANGE PLACE
HARBORSIDE
PARCEL E49-2, E49-3
LIMITED
EXCHANGE PLACE
HARBORSIDE
PARCEL E49-1
~
~~
~
~
MARGARET ANN JOHNSON
PARCEL 77
FREDERICK P. JOHNSON ~
PARTNERSHIP
34th STREET PARK-N-RIDE MOTB PROPERTY
NOT AVAILABLE UNTIL JULY, 1999
N.J. TRANSIT ACCUIRING HICOR
PROPERTY FOR AN ALTERNATE FACILITY
WEST SIDE PARK-N-RIDE
ALL PROPERTY ACQUIRED
LUMBER BUSINESS TO BE
RELOCATED EARLY 1999
HOBOKEN LRT TERMINAL
FTA/ACOE/USCG
APPROVAL REQUIRED
N.J. TRANSIT CONSIDERING
A SIMPLIFIED, LESS COSTLY
STATION
RIGHT OF ENTRY
HOSPITALITY
ISSUES
PROPERTY
AVAILABILITY AGREEMENT
101 HUDSON
STREET
REQUIRED
TRIZECHAHN
AGREEMENT
AUGUST, 1999
AFTER
SURCHARGE PLACED
BENEFICIAL USE
{
{
BAYONNE
PARK-N
-RIDE
City of Bayonn
e
City of Jersey C
ityPARK-N
-RIDE
E 34th St.
E 45TH St.
P P
King Dr
COMMUNIPAWSHOP AND
Garfield Ave
Martin Luther D
anfo
rth A
ve
NC
ON
RAIL
Rou
te 169
GR
Richard
St.
YARD
Martin Luther King Dr.
Kennedy Blvd.
West Side Ave
P
Garfield Ave
(Park-N-Rid
e)Park
Montgom
ery St.
Exchange Place
P
Marin Blvd
Essex St.Hudson StFerry
Columbus Dr.
Gro
ve St.
Ferry
Harborside
West Side Ave
Park-N-Ride
Liberty State
HUDSON - BERGEN LIGHT RAIL TRANSIT SYSTEM (IOS)
FIGURE 5; RAINBOW PHASINGNOVEMBER 1999
DRA
WIN
G N
AM
E : H
:\96
ct00
1\H
U6-
AA
.DW
G
Hb5-0739
Figure 6Integration Hierarchy
Read Down Commissioning
Total Railway Operating Requirements Documents (ORD)Operation Validation
(RAIL OPERATONS)
Individual Systems Integration Requirements are Defined Integrated Testing(START-UP)
SUB-SYSTEMS ICD’S
ASSEMBLIES
COMPONENTS
PARTS
DetailedDesignGoverned by ICD’s and Criteria
Sub-System Testing(START-UP & CONSTRUCTION)
Construction, Inspection & Testing
Read Up
Deployment:
ACTIVATION(RAIL OPS)
APPENDIX A
DEFINITIONS
These are the definitions as used on the HBLR Program: 1. Commissioning. The total of all activities required to transform a new railway from the
point at which all construction/installation is completed to revenue ready status. The components of “commissioning are:
• integrated testing • activation • safety certification • operation demonstration
2. Systems
An assemblage of hardware, software and documentation which is capable of delivering a “high level” stand alone function, e.g., train control. A list of systems and sub-systems, as used on HBLR, is provided in Appendix “B”. On HBLR systems are further broken down into sub-systems, assemblies, components and parts.
3. Systems Integration is a program-wide and program-duration process which defines and controls interfaces in order to assure that the operating requirements on HBLR systems and criteria are achieved. SI is intended to provide for total optimization (i.e., to guard against optimization of any system at the expense of another or total railway performance).
The SI process provides the basis for Integrated Testing, particularly in its generation of ICD’s.
4. Integrated Testing is testing which verifies the joint performance of two or more systems, or between selected sub-systems. Safe brake tests and LRV/clearance tests are categorized as integrated tests.
5. Start-up includes all engineering aspects of final testing at systems level and integrated
testing, and provision of as-in-service documentation. 6. Activation pertains to preparation and validation of operating documents, e.g., rulebooks,
operating procedures and maintenance plans. Includes developing and validating operating schedules. Also includes defining and staffing the organization, training and qualification of employees. This also includes operational validation, i.e., the sum total of rules, procedures, engineered systems, and training and qualification can collectively satisfy the operational requirements.
7. Safety Certification. Verification and certification that all engineered systems and rules
and procedures, training and qualification satisfy the requirements of the Program Safety Plan.
APPENDIX C
“RAINBOW PLAN”
PHASE PURPOSE DESCRIPTION
RED “A” VEHICLE SHAKEDOWN
(integration of LRV sub-systems)
“Shakedown” consists of continuous operation at maximum performance parameters (accelerations, braking, MU Operation) with vehicles 2001 & 2002 in order to identify any immediate corrective actions and to provide a basis for initial verification of the performance of two prototypes. “Shakedown” does not represent a part of the vehicle commissioning process.
RED “B” VEHICLE QUALIFICATION TESTING
Qualification testing involves a full range of instrumented testing consisting of dynamic vehicle tests (full acceleration, balancing speed, service braking, etc.) in order to verify design, design integration, and manufacturing of the vehicle but is not intended to accomplish integrated testing or vehicle commissioning. Failures will be reviewed for cause and appropriate rework defined.
GREEN “A”
VEHICLE COMMISSIONING
(proof of assembly)
Vehicle commissioning begins. Estimated to require 1 week per car. Due to change in date of signal cut-in this phase will be initiated over Tracks 1&2 from Conrail Flyover to S/o Yard North. Will have ability to commission two vehicles at a time.
GREEN”B” VEHICLE COMMISSIONING Vehicle commissioning continues with train control system fully functional for Green Configuration (YS, GR, 34 th, SSY and SMY) .Train movements will be governed by modified version of the HBLR Rulebook, referred to as “Green Rules”.
BLUE “A” ACTIVATION & QUALIFICATION
This phase is intended for training and qualification of operational personnel, as well as for establishing coordination with external agencies e.g. police and fire, and for shakedown of OCC procedures. Will also include APTA & 2nd Peer review. TFCRC revised physical limits of the Blue Phase; deleted west branch, added mainline as far north as Creek interlocking.
BLUE “B”
ACTIVATION & QUALIFICATION
Activation & Qualification continues with northern mainline limits extended to Canal interlocking with use of one crossover.
ORANGE “A” INTEGRATED TES TING AND INITIAL OPERATIONAL VALIDATION
Truncated IOS capable of providing service to Exchange Place. The in-service target date is during March 2000. The “Orange” is referred to as IOS-1. The location of the terminal of the terminal crossover will now be on ballasted track adjacent to Harborside. Systems layout (traction power, train control, and communications) requires design. Typical of the activities which are to be performed during Orange Phase include:
a. Systems commissioning – includes commissioning and transition to full O&M status of all systems except vehicle (over the geographic extent of the Orange Configuration). Note: vehicles have previously been commissioned in green.
b. Confirm and shakedown operational practices.
ORANGE “B” ALL SYSTEMS COMPLETED; FINAL OPERATIONAL VALIDATION
This phase validated that the combination of engineering systems, and the staffing and training of the operating organization, could jointly achieve the HBLR Operating Requirements.
DEMONSTRATION Operational demo – In order to achieve service initiation in March. 30 days to make 10.