RM.1_Authority_Concept_of_Operations.pdf

California High-Speed Rail Authority Concept of Operations March 2022 Update Page 1 of 26

CALIFORNIA HIGH-SPEED RAIL

AUTHORITY

Concept of Operations

INTRODUCTION

This is the Concept of Operations for the California High-Speed Rail system.

PURPOSE

This document describes the operating design and planning requirements to be met for the operation of high-speed trainsets by the California High-Speed Rail Authority. It provides information on the operational concepts, the operations parameters, and modes of operation.

APPLICABILITY

This plan applies to all Authority employees (i.e., state staff) and to the Authority’s integrated team, per contract-specific requirements (herein collectively referred to as “Authority Staff”).

March 2022 Update Page 2 of 26

ACRONYMS, ABBREVIATIONS, AND DEFINITIONS

Acronym/Abbreviation Definition

ARTIC Anaheim Regional Transportation Intermodal Center

Authority California High-Speed Rail Authority

ConOps Concept of Operations

CP Control Point

EOS Early Operating Segment

FRA Federal Railroad Administration

HMF Heavy Maintenance Facility kV kilovolts

LAUS Los Angeles Union station

LOSSAN Los Angeles – San Diego – San Luis Obispo Rail Corridor

MoWF Maintenance of Way Facility

MoWS Maintenance of Way Siding mph Miles per hour

OCC Operations Control Centre

PTC Positive Train Control

SCADA Supervisory Control and Data Acquisition

STC San Francisco Salesforce Transit Center

V2V Silicon Valley to Central Valley segment

March 2022 Update Page 3 of 26

1. Overview and Context

The California High-Speed Rail Authority (Authority), is responsible for planning, designing, building and operation of the nation’s first high-speed rail system.

Once completed, California’s high-speed rail system will connect the mega-regions of the state, contribute to economic development, a cleaner environment, create jobs, and preserve agricultural and protected lands.

The full first phase of the high-speed program will feature a 500-mile network of high-speed operations running from San Francisco and Merced in northern California to Los Angeles and Anaheim in southern California. The full system also includes blended operations in what are currently referred to as its bookends

– north of Gilroy and south of Burbank – with dedicated high-speed sections operating up to 220mph.

The Authority will construct the alignment in a series of building blocks and incrementally commence operations on each of these building blocks. There are two intermediate operating configurations ahead of full Phase 1 operation.

1. Introduction of operations in the Central Valley on the Early Operating Segment (EOS) between Merced and Bakersfield; followed by

2. Extension to Silicon Valley to Central Valley operations (V2V) with services running between San Francisco and Bakersfield in addition to the Merced-Bakersfield service from the early operating configuration.

Full Phase 1 operations will extend services south of Bakersfield and on to Los Angeles and Anaheim. In addition, Phase 1 will also introduce direct services between San Francisco and Merced.

This Concept of Operations (ConOps) covers the operational concepts required to meet these objectives. It includes mainline configuration information, including maximum allowable speed details (chapter 2); arrangements for the control of operations (chapter 3); infrastructure maintenance and repair facility requirements and locations (chapter 4); trainset characteristics and trainset maintenance facility requirements and locations (chapter 5) and; service planning parameters used to determine schedules including, operating routes, operating hours, planning parameters, and contingency modes of operation (chapter 6).

March 2022 Update Page 4 of 26

In each section, this ConOps will describe the conditions necessary for Phase 1 operations, as well as identify relevant variations applicable for operation on any of the intermediate operating configurations.

Where the Authority operates high-speed trainsets on infrastructure owned and operated by other entities, these operations will meet the standards and procedures of the infrastructure owner, except where variations have been agreed upon between the Authority and the owner. For such sections of track, this ConOps will only include items relevant to the operation of the high-speed trainsets.

This ConOps is consistent with procurement documents to date and is also prior to the Authority procuring contracts for the detailed design and construction of the track and systems, and the high-speed trainsets procurements. The ConOps will be updated once contracts have been let for the track and systems, and high-speed trainsets.

March 2022 Update Page 5 of 26

2. Mainline Configuration

2.1 Phase 1 Configuration

The Phase 1 track configuration is reflected in Attachment 1, Systemwide Alignment Schematic–2022Q1-Rev0. This schematic shows the full, Phase 1 track configuration that high-speed services will operate over.

Additional information included on the schematic:

• adjacent non-electrified tracks showing nearby freight and passenger routes;

• maximum allowable speeds for all crossovers and turnouts;

• station locations, their configurations, and the high-speed platform lengths1

• platforms to be constructed by the Authority to allow level boarding for high-speed trainsets shown in blue2;

• alignment information showing where the track is on at-grade earthworks, on aerial structures, and in tunnels;

• boundaries between dedicated high-speed sections and blended operating sections;

• trainset maintenance facility locations3;

• maintenance of way facility locations;

• milepost and operating subdivisions;

• substation, switching station and paralleling station locations for the overhead catenary system providing traction power to the trainsets.

The schematic is consistent with the preliminary engineering drawings prepared for the Phase 1 project sections in support of the environmental clearance process.

1 Where platform lengths cannot accommodate a double trainset (approx. 1400’) the platform tracks will still accommodate the full length of a double trainset 2 Madera station is under development and will be constructed by San Joaquin Regional Rail Authority.

Any platforms constructed at Madera will enable level boarding of high-speed services 3 Except for the Heavy Maintenance Facility – see chapter 5 for more details

March 2022 Update Page 6 of 26

The mainline speed profile on the alignment is shown below:

Figure 2.1.1 – Maximum allowable speeds – San Francisco to Anaheim

Figure 2.1.2 – Maximum allowable speeds – Merced to Anaheim

March 2022 Update Page 7 of 26

2.2 Intermediate Operating Configuration Variations

For the V2V phase, the track configuration will be consistent with that shown in Attachment 1 but ending at Bakersfield and with the Central Valley Wye configured as shown in Figure 2.2.1.

Figure 2.2.1

For the EOS, the track configuration will be consistent with that shown in Attachment 1 between Merced and Bakersfield and with the Central Valley Wye configured as shown in Figure 2.2.2.

Figure 2.2.2

March 2022 Update Page 8 of 26

The Authority may adopt a single-track configuration shown in green between Merced and Bakersfield in Attachment 1, should there be insufficient funding to complete a double tracked EOS. In this option the Central Valley Wye would be configured as shown in Figure 2.2.3.

Figure 2.2.3

2.3 Dedicated and blended operations

Dedicated sections are those parts of the alignment that will be constructed, owned, and operated by the Authority. In general, the maximum operating speed in these sections is 220mph. Use of dedicated sections by other train operating companies is not precluded, but trainsets operating in these sections will be expected to have high-speed capability in order that Authority schedules are maintained.

Blended sections are those parts of the alignment that are owned and operated by other infrastructure managers. The maximum operating speed in these sections will be up to 110mph. Authority services will operate on these sections under trackage rights agreements that will be negotiated with the infrastructure manager prior to operations commencing.

The only exception to the above is the blended section between Control Point (CP) Lick (located near Caltrain’s Capitol station in Figure 1) and the end of the blended section just south of Gilroy which will be constructed, owned, and operated by the Authority.

Other operators’ services will operate on this section under trackage rights agreements negotiated with the Authority.

March 2022 Update Page 9 of 26

3. Control of Operations

3.1 Train Control and Traffic Management

Train operations for the dedicated high-speed network will be managed and controlled from an Operations Control Center (OCC) located in a secure compound in or around the Fresno area. The OCC will be required for all phases of high-speed rail operations. The area of control for the OCC will be expanded as new sections are constructed, commissioned, and certified for operations.

Dedicated high-speed infrastructure will use a train management and traffic control system that provides in-cab movement authority and maximum permissible speed guidance to the engineer4. If the engineer does not comply with the limits of the movement authority or the maximum permissible speed instructions, the train control system will have the capability to intervene automatically to maintain safe operations.

The train control system will also receive inputs from remote condition monitoring equipment on the state of the infrastructure and the system will have the capability to intervene automatically where unsafe infrastructure conditions are detected to maintain safe operations. Examples of remote monitoring equipment include seismic activity detectors, track condition including broken rails, communications, and power supply.

In the blended sections control of operations will be undertaken by the respective infrastructure managers and managed from their OCCs. Operational control center locations are shown in Table 3.1.1.

4 Actual system characteristics will be confirmed once a track and systems contract is awarded. The features of the system will be comparable to those of the European Train Control System.

March 2022 Update Page 10 of 26

Operating section5

(Phases required) Infrastructure Manager OCC location

San Francisco to Tamien (CP Lick)

(Phase 1, V2V) Peninsula Corridor Joint Powers Board (Caltrain) Menlo Park

Tamien (CP Lick) to CP Divide

(Phase 1, V2V) California High-Speed Rail Authority Fresno

Merced station to CP Divide

(Phase 1, V2V, EOS) California High-Speed Rail Authority Fresno

CP Divide to Bakersfield station

(Phase 1, V2V, EOS) California High-Speed Rail Authority

Fresno

Bakersfield station to Burbank Junction

(Phase 1, V2V) California High-Speed Rail Authority Fresno

CP Merced to CP San Joaquin

(Phase 1 only) California High-Speed Rail Authority

Fresno

Burbank Junction to Los Angeles Union Station

(LAUS)

(Phase 1 only)

Southern California Regional Rail Authority (Metrolink) Pomona

LAUS to Fullerton Junction

(Phase 1 only) BNSF Railway Fort Worth

Fullerton Junction to Anaheim

(Phase 1 only) Southern California Regional Rail Authority (Metrolink) Pomona

Table 3.1.1 – OCC locations

5 Precise boundaries between control sections to be determined as design progresses

March 2022 Update Page 11 of 26

On blended parts of the system train control and traffic management will remain the responsibility of the infrastructure owner. In these areas the Authority is still required by Proposition 1A to construct a system where the “achievable operating headway (time between successive trains) shall be five minutes or less.” The environmental clearance plans that the Authority has (or are seeking) include the need to meet this requirement. Specific plans have still to be negotiated and agreed with other infrastructure owners, and there are two primary approaches that could be adopted:

i. Provision of in-fill signals on the existing color light speed signalling systems, or;

ii. Extension of the train control system procured by the Authority into the blended sections.

If i. is the adopted solution the Authority will equip their trainsets, and train their train crew, to interface and operate on those train control systems. If ii. is the adopted solution then the Authority will agree project plans with the affected infrastructure owners for the conversion of the train control system and for the safe operation of other operators’ trainsets under the new train control system.

These discussions can commence once environmental clearance for the affected segments has been completed the Authority has appointed its track and systems contractor and defined a train control solution. Key dates for completion of these activities are shown below:

• San Francisco to San Jose and San Jose to Merced project sections will be completed in Q3-2022

• Burbank to Los Angeles project section was achieved in Q1-2022 and will be completed for the Los Angeles to Anaheim section in Q4-2023.

• Procurement of a track and systems contractor will be completed in 2022 with the first notice to proceed issued by the end of 2022.

All train control systems will meet the requirements of the Positive Train Control (PTC) regulations, including where appropriate for the interoperability between PTC solutions adopted by other train operators. For the dedicated track sections the Authority’s selected track and systems contractor will need to obtain safety certification that its train control solution meets the PTC regulations up to the maximum allowable speed of 220mph.

Operating processes and procedures will be developed for the operation of the system(s) by each infrastructure manager. These processes and procedures will cover coordination of the interfaces between different control sections, normal

March 2022 Update Page 12 of 26 operations, failure mode operations, disrupted operations, and emergency operations. Based on sufficient funding becoming available, the key activities and indicative dates for development of the train control approach are:

Year Activities

2022 Authority appoints track and systems contractor

2023/24

Review of train control solution to determine that it meets PTC requirements and identify necessary steps for approval of safety case and operating certificate Development of operating processes and procedures for dedicated alignment Negotiation and agreement of train control strategy between Caltrain and the Authority

2025/26

Negotiation and agreement with Federal Railroad Administration (FRA) (and other regulatory authorities as required) that train control solution meets PTC requirements Negotiation and agreement of train control strategy between Metrolink and the Authority Negotiation and agreement of train control strategy between BNSF Railway and the Authority

2025-2028 Installation of track and systems on dedicated section

2028-2030 Testing and certification of operating processes and procedures for dedicated alignment

2030/31 Trial running on dedicated section Development of operating processes and procedures between Caltrain and the Authority

Late 2031/ Early 2032

Commence service on EOS segment

TBC

Dates for commencing V2V and full Phase 1 operations are dependent on future funding. Below is a list of activities that would require completion prior to those operations.

Testing and certification of operating processes and procedures between Caltrain and the Authority Development of operating processes and procedures between Metrolink, BNSF Railway, and the Authority Testing and certification of operating processes and procedures between Metrolink, BNSF Railway, and the Authority

Table 3.1.2 – Indicative milestones for train control approvals

March 2022 Update Page 13 of 26

3.2 Electrical Power Supply

The electrical power to the overhead catenary system for the dedicated sections of track will be managed and controlled through a Supervisory Control and Data Acquisition (SCADA) system co-located with the train control system at the OCC in the Fresno area.

The SCADA system will control the electrical power-supply feeding arrangements to safely maintain supply to the network and, where required, isolate sections of the network. Isolation of sections of the network may be required to enable maintenance and engineering work to be undertaken safely or, in emergency situations, for first responders to provide assistance or for passengers to safely evacuate a train. Detailed system design will be undertaken by the track and systems contractor and isolation sections will be designed to support the continued safe operation of train services around the isolated section.

Control of the overhead catenary system (OCS) power supply will be undertaken by the infrastructure managers from the electrical control center locations shown in Table 3.2.1:

March 2022 Update Page 14 of 26

Operating section6 (Phases required) Infrastructure Manager ECC location

San Francisco to Tamien (CP Lick)

(Phase 1, V2V)

Peninsula Corridor Joint Powers Board (Caltrain)

Menlo Park

Tamien (CP Lick) to CP Divide

(Phase 1, V2V) California High-Speed Rail Authority Fresno

CP Merced to CP San Joaquin

(Phase 1 only) California High-Speed Rail Authority Fresno

Merced station to CP Divide

(Phase 1, V2V, EOS) California High-Speed Rail Authority Fresno

CP Divide to Bakersfield station

(Phase 1, V2V, EOS) California High-Speed Rail Authority Fresno

Bakersfield station to Burbank Junction

(Phase 1, V2V)

California High-Speed Rail Authority Fresno

Burbank Junction to LAUS

(Phase 1 only)

Southern California Regional Rail Authority (Metrolink) TBD

LAUS to Fullerton Junction

(Phase 1 only) BNSF Railway TBD

Fullerton Junction to Anaheim

(Phase 1 only)

Southern California Regional Rail Authority (Metrolink) TBD

Table 3.2.1 – ECC locations

6 Precise boundaries between control sections to be determined as design progresses

March 2022 Update Page 15 of 26

3.3 Communications

Secure, stable communications will be provided throughout the network, as required for the safe and efficient operation of the network. Secure, stable communications will be provided to external parties, as required for the safe and efficient operation of the network. The system will record all communications and actions and will be able to replay such recordings as required.

A new digital secure radio system will be used to provide voice and data communications between the OCC and rolling stock along the new infrastructure.

This radio system will be used to provide movement authority to individual trains and allow communications between train engineers and the dispatching staff at the OCC.

Train engineers will always have a secure connection to, and only to, the operations control center controlling train movements for the area in which they operate. Transition of the secure connection between operations control centers will happen automatically based upon train location. Trains will be brought to a stop in a safe location (identified by the operator and infrastructure owner) when the railway infrastructure or the system is not fit for the safe passage of trains.

March 2022 Update Page 16 of 26

4. Maintenance of Infrastructure

4.1 Requirements and Locations

Maintenance for infrastructure and track and systems on dedicated sections of the Phase 1 high-speed rail alignment will be carried out by the Authority’s track and systems contractor.

There will be seven maintenance of way locations – three larger maintenance of way facilities (MoWF) and four maintenance of way sidings (MoWS). They are shown in Figure 1 and the table below shows their location, type and milage along the alignment.

Location Type Miles from San Francisco

Start of Authority maintained infrastructure 53

Gilroy Facility 82

Los Banos Sidings 130

Fresno Facility 200

Corcoran Sidings 249

Edison Sidings 318

Tehachapi Sidings 345

Lancaster Facility 370

End of Authority maintained infrastructure 429

Table 4.1.1 – Maintenance facility locations

The facilities are planned to be relatively evenly spaced with each one responsible for approximately 125 miles of infrastructure with the sidings provided to support the facilities’ activities. However, the need to have all these sites located adjacent to an at-grade, tangent section of the alignment and in an environmentally appropriate location means that they cannot be precisely spaced. The relatively close spacing between the Edison and Tehachapi siding locations is to provide a maintenance of way siding on each side of the Tehachapi Mountain range that the alignment passes through.

March 2022 Update Page 17 of 26

The maintenance of way facilities will be equipped with the machinery, plant, and materials necessary to maintain the track and systems. Sufficient trackage will also be provided for the stabling and marshalling of engineering trains, rail mounted plant e.g., cranes, tamping machines, etc. Each facility will also have office space provided for the planning of and preparation for works delivery and for maintenance staff to book on and book off. An indicative sketch for a maintenance of way facility is shown below:

Figure 4.1.1 – Indicative MoWF layout

The maintenance of way sidings will provide sufficient storage for on-track equipment required to be placed strategically prior to the beginning of the overnight maintenance access. An indicative sketch for a maintenance of way siding is shown below:

Figure 4.1.2 – Indicative MoWS layout

Full design and detailed configuration of these maintenance of way facilities and sidings will be undertaken by the track and systems contractor.

For blended sections maintenance of way is expected to be carried out by the infrastructure owner with necessary arrangements and costs for the Authority –

March 2022 Update Page 18 of 26 and other third-party users of the infrastructure - to be included in the respective trackage rights agreements.

The only exception to this is the blended section from CP Lick to Gilroy which will be maintained by the Authority’s track and systems contractor from the Gilroy maintenance of way facility. Where the Authority grants trackage rights to other operators these will include charges to recover the proportional maintenance costs of operating the additional services.

4.2 Intermediate Operating Configuration Variations

For the V2V operating phase only the Gilroy and Fresno MoWFs, and the Los Banos and Corcoran MoWSs will be required. In addition, a trackage rights agreement with Caltrain covering the maintenance of the blended section from San Francisco to CP Lick will need to be in place.

For the EOS phase only the Fresno MoWF and the Corcoran MoWS will be required. No trackage rights agreements with other operators are required for maintenance activities in this phase.

March 2022 Update Page 19 of 26

5. High-Speed Trainsets

5.1 Operating Characteristics

Trainsets will be capable of operating across all infrastructure configurations on the network and will be designed to operate on both dedicated and blended rights-of-way. They will be capable of operating at the maximum allowable speed on the network and will be powered using a 25kV overhead catenary system.

Trainsets will be electric multiple units with a driving cab provided at both ends of the train and a maximum length of 205 meters7. They may operate in either single or double formation. Interior layout will provide a minimum of 450 passenger seats divided among different classes of seating. Food and beverage service will be available for purchase in all classes. Provision will be made for luggage storage. Toilet facilities will be provided per a maximum of 57 passengers per toilet.

The size and location of exterior doorways, vestibules, internal features, and seating areas will meet or exceed Americans with Disabilities Act (ADA) requirements. Vehicle dimensions, component characteristics, and performance metrics for systems, safety, passenger comfort, and service reliability are specified in the rolling stock draft procurement documents. Floor heights will be approximately 50” above top of rail and all platforms at which high-speed services are scheduled to operate will be constructed to allow for level boarding.

Trainsets will be designed with consideration for the health and safety of passengers, crew, emergency responders, and other third parties. The trainsets will comply with the train control requirements of the Rail Safety Improvement Act of 2008 and associated FRA requirements for Tier III equipment set forth in the FRA final rule (49 Code of Federal Regulations (CFR) Part 238) pertaining to passenger-equipment safety standards for high-speed trainsets published in the Federal Register on November 21, 2018, as well as compliance with international technical standards such as Euronorms 12663, 15227, and 50126.

7 Actual number of coaches in each trainset will be determined during the procurement process but will likely be 6-10.

https://railroads.dot.gov/elibrary/public-law-110-432-rail-safety-improvement-act-2008 https://railroads.dot.gov/elibrary/public-law-110-432-rail-safety-improvement-act-2008 https://ecfr.io/Title-49/pt49.4.238 https://standards.cen.eu/dyn/www/f?p=204:110:0::::FSP_PROJECT,FSP_ORG_ID:59156,6237&cs=15C211791004C0798DA3C5263D1C6F17B https://standards.cen.eu/dyn/www/f?p=204:110:0::::FSP_PROJECT:41169&cs=1DCA607E0D7063DDB61AE8BACDE1324EE https://landingpage.bsigroup.com/LandingPage/Standard?UPI=000000000030330404

March 2022 Update Page 20 of 26

5.2 Storage and Maintenance of High-Speed Trainsets

A primary, storage and heavy maintenance facility (HMF) will be established in the Central Valley segment. This facility will be equipped with sufficient plant, machinery, and shops to undertake a full overhaul of a high-speed trainset. The facility will also provide for the regular cleaning, servicing, and maintenance of trainsets, and will have sufficient roads for overnight storage of trainsets to meet the operating plan. An indicative plan for the HMF is shown below:

Figure 5.2.1 – Indicative HMF layout

The Authority continues to evaluate several alternative locations for this facility and decisions on the final location and sizing will be taken with the contractor selected to construct and maintain the high-speed fleet. It is expected that the construction of the HMF will be phased to meet only those requirements for the fleet size required at each operating configuration.

At present the Authority is reviewing the procurement of high-speed rail trains and is updating the procurement documents. This ConOps will be updated once the outcome of that review is known.

Figure 1 shows additional storage and maintenance facilities for high-speed trainsets for full Phase 1 operation that are currently being environmentally cleared. They are located at:

• Brisbane, near San Francisco

• Antelope Valley, near Palmdale

• West Yard, Los Angeles

• Anaheim

March 2022 Update Page 21 of 26

These additional facilities will provide for the regular cleaning, servicing, and maintenance of trainsets, and will have sufficient roads for overnight storage of trainsets to meet the operating plan. An indicative sketch for the layout of these additional storage and maintenance facilities is shown below:

Figure 5.2.2 – Indicative additional maintenance facility layout

In addition to these locations, Phase 1 service planning includes the overnight storage of trains in platform tracks at the San Francisco Salesforce Transit Center (STC), San Jose Diridon station, and LAUS.

For the V2V operating phase only the heavy maintenance facility and the Brisbane facility are required for storage and maintenance with the STC planned for overnight storage in platform tracks.

For the EOS phase only the heavy maintenance facility is required for storage and maintenance with no overnight storage planned in station platforms.

Preventive maintenance is based on maintenance cycles derived from experience with high-speed trains in Europe and Asia. Intervals will be based on mileage rather than elapsed time. Mileage-based intervals are more suitable for high-speed trains because they achieve a higher annual mileage than slower, conventional passenger trains.

March 2022 Update Page 22 of 26

Table 5.2.1 delineates maintenance frequencies for inspections (two levels) and preventive maintenance (three levels) as well as heavy overhaul (two levels).

The schedule exceeds FRA inspection and maintenance frequency requirements.

Maintenance Level Frequency in Miles Frequency in Time

Inspection 1 5,000 5 days

Inspection 2 15,000 2 weeks

Maintenance 1 62,500 2 months

Maintenance 2 250,000 8 months

Maintenance 3 500,000 16 months

Heavy Overhaul 1 1 million 2½ years

Heavy Overhaul 2 2 million 5 years

Table 5.2.1 – Maintenance frequencies

In addition to preventive maintenance, all trainsets will receive an exterior cleaning in a car wash facility at the HMF every five days. Interior cleaning will take place daily.

Following on the planning already advanced by the Authority to identify requisite number of trains based on service plans, a Fleet Management Plan will be developed by the trainset contractor once that contract has been awarded.

March 2022 Update Page 23 of 26

6. Service Planning

This chapter covers the operating routes, operating hours and the planning parameters used to develop high-speed train service schedules. Using these, together with desired stopping patterns and service frequencies other operators’ services, the Authority has developed schedules for each of the three operating phases. Full details of the service plans that have been developed are contained in the Authority’s Service Development Plan.

6.1 Operating Routes

In Phase 1 operations, the Authority will provide train services on the following routes throughout the day:

• STC to LAUS

• STC to Anaheim Regional Transportation Intermodal Center (ARTIC)

• STC to Merced Station

• Merced Station to ARTIC

In addition, during peak hours8, the Authority will operate train services on the following routes:

• San Jose Diridon Station to LAUS

• San Jose Diridon Station to Merced Station

On all routes services will be provided in both directions and a mix of stopping patterns – express, limited, and all-stop – may be employed to best meet customer demand.

In the V2V operating phase, the Authority will provide train services on the following routes:

• San Francisco 4th and King station9 to Bakersfield

• Merced to Bakersfield

Services on both routes will be provided in both directions and services will stop at all intermediate stations on both routes.

8 Peak hours are 0600-0900 and 1630-1930 9 Once the Downtown extension is completed by the Transbay Joint Powers Authority services will operate to/from the STC and call at 4th and Townsend station

March 2022 Update Page 24 of 26

In the EOS operating phase, the Authority will provide train services on the following route:

• Merced to Bakersfield

Service will be provided in both directions and will call at all intermediate stations on the route.

6.2 Operating Hours

In all operating phases, on the parts of the network owned by the Authority, train services (including associated deadhead moves) will operate for no more than 19 consecutive hours per 24-hour period with at least five consecutive hours per 24-hour period made available for maintenance of the track and the system.

On parts of the network owned by other infrastructure managers the operating hours for train services will be determined by those entities and covered in trackage rights agreements.

6.3 Planning Parameters

Service planning has been undertaken in Viriato, a train planning software package. Viriato is an integrated timetable planning tool that allows users to optimize the railway planning process.

Viriato has the full Phase 1 alignment infrastructure characteristics coded within

it. These characteristics include maximum allowable speed (see Figure 2.1.1 and Figure 2.1.2 in Chapter 2) based on track section and curvature, gradient profiles, junction configurations, platform locations, and signal section headways.

Trainset characteristics for a variety of trainset types are also coded within the tool, in particular acceleration and deceleration curves. This includes a high-speed trainset based on the Alstom AGV, Caltrain’s Stadler KISS trainsets, Metrolink’s locomotive and coach configurations and LOSSAN trainset configurations. The tool is also able to simulate freight train operations based on weight and tractive effort supplied.

March 2022 Update Page 25 of 26

For all operating phases for high-speed rail the following minimum planning parameters have been used:

• Headway, plain line – 3 mins

• Headway, converging or diverging routes – 2 mins

• Dwell time, high-speed rail (except LAUS) – 2 mins

• Dwell time, high-speed rail (LAUS only) – 5 mins

• Dwell time, other operators – 1 min

• Pad10, dedicated sections – 5%

• Pad, blended sections – 10%

• Turn times, all trains – 20 mins

The turn time represents the minimum acceptable time between a train arriving at its destination and being ready to start its next trip back in the reverse direction.

Activities that must be completed within the turn time are:

• Shut down trainset in driving cab used for arrival

• Arriving passengers exit trainset

• Departing passengers board trainset

• Startup trainset in driving cab to be used for departure.

Traditionally other activities may also be undertaken during the turn time such as interior cleaning, security checks, and restocking of café or restaurant cars.

However, these do not have to be undertaken during the turn time and operating processes and practices can be developed to undertake them in other ways.

A turn time of 20 minutes is common on modern railroads elsewhere in the world with some train operators achieving turn times of less than 10 minutes. The Authority together with its selected train operator will develop operating processes and procedures to meet this turn time. In the unlikely event that this is not possible, the Authority will revisit its operating schedules and revise them accordingly.

10 This is time added to schedules to allow for minor operating incidents and to improve reliability and resilience of schedules

March 2022 Update Page 26 of 26

6.4 Contingency modes of operations

The operating schedules developed will need to be subject to dynamic modelling simulation to determine their resilience and reliability. These simulations will test the ability of the proposed schedule to deliver on-time performance at or above 95%. Where schedules do not meet this threshold then changes will be made and the simulation re-run until they meet this threshold. Such changes may include the inclusion of additional recovery time in the operating schedules which will be distributed based upon the dynamic modelling simulation results.

In addition, the Authority will develop contingency plans to deal with significant disruption to operations. These contingency plans will be aimed at providing alternative arrangements to get passengers to their destinations as quickly as reasonably practicable and to support the recovery of the system to full operations as soon as reasonably practicable. Options to be considered in contingency planning will include (but are not limited to):

• transferring passengers to other services or alternative transit modes

• reducing service frequencies for a period of time

• diversion of services to alternative destinations

• termination of services short of their originally planned destinations

• combining services to operate as double trainsets

For dedicated sections, the Authority will undertake contingency planning with its track and systems contractor and train operator once both have been appointed.

Contingency plans will be in place in sufficient time to allow them to be tested during pre-revenue trial operations. Where appropriate such testing will include other agencies such as Caltrans and first responders.

For shared sections of track the Authority will undertake contingency planning at the direction of the infrastructure manager. The Authority expects that such contingency planning will be undertaken ahead of the agreement of trackage rights and, where appropriate, the contingency plans may form part of the agreement. The Authority would expect its train operator to be involved in contingency planning activities with the other infrastructure owners.