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Cotton Belt Corridor Regional Rail Project Final Environmental Impact Statement

Appendix B

Technical Memoranda and

Reports

Technical memoranda and reports were prepared as independent documents to support the preparation of the Final Environmental Impact Statement (FEIS) for the Cotton Belt Corridor Regional Rail Project. Information from these documents was incorporated into the FEIS to provide information on existing conditions, and in some cases assess potential impacts to the resources. Information contained in the FEIS is the most current and supersedes information in the technical memoranda and reports

Cotton Belt Corridor Regional Rail Project Final Environmental Impact Statement

B-18

Operations Simulation

Methodology and Results

Report

DART Cotton Belt Operations Simulation Methodology & Results

February 6, 2018

This Plan was Prepared by LTK Engineering Services

for DART General Planning Consultant Six Managed by HDR

Operations Simulation Methodology & Results

February 6, 2018 | ii

Revision Section Description Date Approved

0 Issued for comment December 22, 2017

1 Finalized version. No comments received. February 6, 2018


February 6, 2018 | iii

Table of Contents 1 Executive Summary ................................................................................................................ 1

2 Model Development: Inputs and Assumptions ....................................................................... 2

2.1 Alignment and Stations ........................................................................................................... 2

2.1.1 Alignment ................................................................................................ 2

2.1.2 Revenue and Non-Revenue Track and Structures ......................................... 3

2.1.3 Double Tracking Analysis ........................................................................... 6

2.2 Rolling Stock ........................................................................................................................... 7

2.3 Train Control & Communications ............................................................................................ 8

2.4 Freight Operations .................................................................................................................. 9

3 Operating Plan Development ............................................................................................... 10

3.1 Service Goals & Operating Assumptions ............................................................................. 11

3.2 Inline Station Dwell Times .................................................................................................... 12

3.3 Simulated Running Time ...................................................................................................... 13

3.4 Terminal Layover Times ....................................................................................................... 17

3.5 Alternative Service Scenarios ............................................................................................... 17

3.5.1 Scenario 1: Initial Operations ....................................................................17

3.5.2 Scenario 2: 20 minute Headways ..............................................................17

3.5.3 Scenario 3: Through-Service to/from Fort Worth at 30 minute Headways .......18

3.6 Active Vehicle Requirement ................................................................................................. 19

4 Simulation Results ................................................................................................................ 20

4.1 Scenario 1: Initial Operating Plan ......................................................................................... 20

4.2 Scenario 2: 20 minute Headways ......................................................................................... 25

4.3 Scenario 3: Through-Service to/from Fort Worth ................................................................. 28

5 Comparison of Scenarios & Conclusions ............................................................................. 31

6 Appendix A: LTK TrainOps® Simulation Software Description ............................................ 33

7 Appendix B: Double Track Analysis ..................................................................................... 39

8 Appendix C: TRE Signal Aspects, From TRE Employee Timetable .................................... 40

9 Appendix D: Schedule for Cotton Belt Initial Operations ...................................................... 41

10 Appendix E: Schedule for 20 minute Cotton Belt Headways ............................................... 42

11 Appendix F: Schedule for Cotton Belt with through-service to Fort Worth ........................... 44


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12 Appendix G: Scenario 1, String Charts by Trip Class .......................................................... 45

13 Appendix H: Scenario 1, String Charts by Track .................................................................. 49

14 Appendix I: Scenario 2, String Charts by Trip Class ............................................................ 53

15 Appendix J: Scenario 2, String Charts by Track ................................................................... 57

16 Appendix K: Scenario 3, String Charts by Trip Class ........................................................... 61

17 Appendix L: Scenario 3, String Charts by Track .................................................................. 65


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List of Figures Figure 2-1 DART Cotton Belt Alignment and Stations ...................................................................................... 3 Figure 2-2 DART Cotton Belt Initial Operating System (IOS) Track Schematic ................................................. 5 Figure 2-3 Stadler FLIRT3 Tractive Effort Curve with an AW2 Passenger Load ................................................ 8 Figure 3-1 Routes served in one hour of peak service in Cotton Belt Initial Operations scenario ................. 11 Figure 3-2 Eastbound Speed Profile, DFW Terminal B to Shiloh Road ........................................................... 15 Figure 3-3 Westbound Maximum Authorized Speed Profile (Red) and Simulated Speed Profile (Green), Shiloh Road to DFW Terminal B ...................................................................................................................... 16 Figure 4-1 Scenario 1 Day 2 4AM-12PM String Charts, Color Coded by Track Travelled ............................... 23 Figure 4-2 Scenario 1 Day 1 4AM-2PM String Charts, Color Coded by Trip Class .......................................... 24 Figure 4-3 Scenario 2 Day 1 4AM-2PM String Charts, Color Coded by Trip Class .......................................... 27 Figure 4-4 Scenario 3 Day 1 4AM-2PM String Charts, Color Coded by Track Travelled ................................. 30 Figure 7-1: Feasible Locations for Single Track Corridor ................................................................................ 39 Figure 12-1 Scenario 1 Day 1 4AM-2PM String Charts, Color Coded by Trip Class ........................................ 45 Figure 12-2 Scenario 1Day 1 2PM-12AM String Charts, Color Coded by Trip Class ....................................... 46 Figure 12-3 Scenario 1Day 2 4AM-12AM String Charts, Color Coded by Trip Class ....................................... 47 Figure 12-4 Scenario 1 Day 2 2PM-12AM String Charts, Color Coded by Trip Class ...................................... 48 Figure 13-1 Scenario 1 Day 4AM-2PM String Charts, Color Coded by Track Travelled .................................. 49 Figure 13-2 Scenario 1 Day 1 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 50 Figure 13-3 Scenario 1 Day 2 4AM-2PM String Charts, Color Coded by Track Travelled ............................... 51 Figure 13-4 Scenario 1 Day 2 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 52 Figure 14-1 Scenario 2 Day 1 4AM-2PM String Charts, Color Coded by Trip Class ........................................ 53 Figure 14-2 Scenario 2 Day 1 2PM-12AM String Charts, Color Coded by Trip Class ...................................... 54 Figure 14-3 Scenario 2 Day 2 4AM-2PM String Charts, Color Coded by Trip Class ........................................ 55 Figure 14-4 Scenario 2 Day 2 2PM-12AM String Charts, Color Coded by Trip Class ...................................... 56 Figure 15-1 Scenario 2 Day 1 4AM-2PM String Charts, Color Coded by Track Travelled ............................... 57 Figure 15-2 Scenario 2 Day 1 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 58 Figure 15-3 Scenario 2 Day 2 4AM-2PM String Charts, Color Coded by Track Travelled ............................... 59 Figure 15-4 Scenario 2 Day 2 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 60 Figure 16-1 Scenario 3 Day 1 4AM-2PM String Charts, Color Coded by Trip Class ........................................ 61 Figure 16-2 Scenario 3 Day 1 2PM-12AM String Charts, Color Coded by Trip Class ...................................... 62 Figure 16-3 Scenario 3 Day 2 4AM-2PM String Charts, Color Coded by Trip Class ........................................ 63 Figure 16-4 Scenario 3 Day 2 2PM-12AM String Charts, Color Coded by Trip Class ...................................... 64 Figure 17-1 Scenario 3 Day 1 4AM-2PM String Charts, Color Coded by Track Travelled ............................... 65 Figure 17-2 Scenario 3 Day 1 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 66 Figure 17-3 Scenario 3 Day 2 4AM-2PM String Charts, Color Coded by Track Travelled ............................... 67 Figure 17-4 Scenario 3 Day 2 2PM-12AM String Charts, Color Coded by Track Travelled ............................. 68

List of Tables Table 2-1 Stadler FLIRT3 Vehicle Model Inputs ................................................................................................ 7 Table 2-2 Stadler FLIRT3 Vehicle Model Acceleration at AW2 Weight ............................................................ 8 Table 3-1 Average Dwell Times and Total Travel Time, with 8% Schedule Margin ........................................ 13


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Table 3-2 Delay Free Station-to-Station Run Times with 8% Schedule Margin .............................................. 13 Table 3-3: Scenario 1 Cycle Time Calculation ................................................................................................. 19 Table 3-4: Scenario 2 Cycle Time Calculation ................................................................................................. 19 Table 3-5: Scenario 3 Cycle Time Calculation for Hourly Service to DFW Terminal B during the Peak .......... 20 Table 3-6: Scenario 3 Cycle Time Calculation for Hourly Service to Fort Worth during the Peak .................. 20 Table 4-1 Scenario 1 Directional Travel Times, Including Station Dwells ....................................................... 21 Table 4-2 Scenario 1 Layover Times at Terminals ........................................................................................... 21 Table 4-3 Scenario 1 Terminal On-Time Performance.................................................................................... 21 Table 4-4 Scenario 2 Directional Travel Times, Including Station Dwells ....................................................... 25 Table 4-5 Scenario 2 Layover Times at Terminals ........................................................................................... 25 Table 4-6 Scenario 2 Hold Time by Eastbound Trips on the DFW Terminal B Pocket Track .......................... 25 Table 4-7 Scenario 2 Terminal On-Time Performance.................................................................................... 26 Table 4-8 Scenario 3 Directional Travel Times, Including Station Dwells ....................................................... 28 Table 4-9 Scenario 3 Layover Times at Terminals ........................................................................................... 28 Table 4-10 Scenario 3 Terminal On-Time Performance ................................................................................. 28 Table 5-1 Key Figures for Comparing Performance ........................................................................................ 31

DART Cotton Belt Operations Simulation Methodology & Results vii

DEFINITIONS AND ABBREVIATIONS

ADA: Americans with Disabilities Act

Commuter Rail: Rail service operating on the national railroad network, primarily oriented toward passengers traveling into the central business district in the morning, and away from the CBD in the evening.

Cycle Time: The total round trip running time of a single train, including layovers at each terminal.

DMU: Diesel Multiple Unit. A diesel-powered rail car arranged either for independent operation or for simultaneous operation with other similar cars when connected to form a train of such cars.

Dwell Time: The time a transit vehicle is stopped at a station for passenger alighting and boarding.

FRA: Federal Railroad Administration.

FTA: Federal Transit Administration.

Headway: The elapsed time between the arrivals of successive trains traveling in the same direction on a given route, usually expressed in minutes.

Layover Time: The time a train spends at the end of a line before starting its next trip.

Load Factor: The ratio of passengers per car or train to the total seats per car or train.

Load Standard: A transit agency’s policy regarding the target load factor.

MOE: Maintenance of Equipment; maintenance of rail vehicles.

MOW: Maintenance of Way; maintenance of tracks, signals, and right-of-way.

PTC: A system of Positive Train Control meeting the requirements set forth in the Rail Safety Improvement Act of 2008 and 49CFR 236 Subpart I.

Regional Rail: Rail service similar to Commuter Rail, but more broadly oriented to serve all manner of trips throughout a metropolitan area, and not necessarily serving the central business district.

TPC: Train Performance Calculator, a style of simulation which assesses the travel time of a trip individually, without regard for conflicts or capacity constraints.

DART Cotton Belt Operations Simulation Methodology & Results 1

1 Executive Summary DART is in the process of planning and implementing a regional rail passenger system under the Cotton Belt name linking Plano with Dallas-Fort Worth International Airport (DFW). DART’s Cotton Belt corridor (Figure 2-1), runs east-west across the northern part of the Dallas-Fort Worth Metroplex, connecting Plano on the east with Downtown Fort Worth on the west.

Though many elements of the design and planning process for the Cotton Belt are well advanced toward completion, several important operating characteristics remain undecided. In order to assess the advantages and disadvantages of the possible service plans, a model of the rail service has been developed using LTK’s TrainOps® network simulation software. Three alternative scenarios for service between Plano and DFW were tested in a 48-hour network simulation:

1. The initial service plan that features 30 minute headways during morning and evening peak service periods, and hourly headways outside of the peaks.

2. A higher-frequency service plan that features 20 minute headways during the peak periods, and the same hourly headways outside of the peak periods.

3. A variation of the initial service plan where westbound trips alternate between terminating at DFW Terminal B, the eastern end of the DART portion of the planned Cotton Belt alignment, and Fort Worth, the eastern end of the TEXRail corridor. Eastbound trips are likewise interspersed between trips originating at the airport and Fort Worth terminals.

Each simulation scenario used the same fixed infrastructure; no alternative versions of the track alignment or signaling system were simulated for comparison. Each DART operating plan was overlaid with a 48-hour freight operating plan which represents two typical “busy day” schedules for the three freight railroads which will continue to operate on the Cotton Belt alignment concurrent with passenger service.

These three simulations indicate that the initial service plan of 30 minute peak period headways is most reliable, and best able to avoid and recover from service delays caused by freight operations and other sources of variability. Direct through-service from Plano to Fort Worth by Cotton Belt trips can also be supported by the proposed infrastructure with similar reliability figures, though this analysis does not consider any infrastructure or scheduling limitations which may exist on the TEXRail portion of the route, west of DFW Airport. The simulations also show that the proposed infrastructure between DFW Terminal B and DFW North station will not be capable of supporting a 20 minute service headway without degrading travel times and reliability.


2 Model Development: Inputs and Assumptions The planned DART Cotton Belt Line regional rail service will operate along a corridor of approximately 27 miles, running from Plano to Dallas Fort Worth International Airport (DFW) Terminal B. There are several connections along the line with freight railroads, which will continue to operate on the Cotton Belt after the advent of passenger service. At the west end, the existing corridor continues to Fort Worth, but the segment from the DFW branch junction to Fort Worth will only be served by TEXRail, at least initially. In the future some DART Cotton Belt service could operate from Plano through to Fort Worth, bypassing DFW Airport. All modelling inputs described in this section are incorporated into a model which has been developed in LTK’s TrainOps® Version 0.39.38 network simulation software. A full description of the software is included in Appendix A.

2.1 Alignment and Stations 2.1.1 Alignment In preparation for the environmental review process, the Alternatives & Environmental Considerations Report advanced the design of the Cotton Belt corridor to 5%, which forms the basis of the alignment plan used in this study. All curve, grade, platform, and switch location data used as input into the modelling software was derived from HDR track plans dated September 13, 2017. The alignment is shown schematically in Figure 2-1, with DART passenger trains following the original Cotton Belt corridor except for new passenger-only rights-of-way to serve the Cypress Waters station, to run parallel to the DART Red and Orange light rail lines between Cityline/Bush and a new 12th St station in Plano, and from the DFW North area into DFW Terminal B. DART has directed that all simulation scenarios should treat the alignment between Plano and DFW as double-tracked in its entirety, consistent with the track plans from which the model was developed. The analysis leading to the recommendation of full double track is presented in Section 2.1.3.

At the western end of the corridor, DART Cotton Belt-to-DFW trains will turn south off of the existing Cotton Belt right-of-way after crossing under TX-121 to serve DFW North station and DFW Terminal B. These stations will also be served by TEXRail trains, slated to begin operating in 2018. From DFW North station to the terminal station at DFW Terminal B, Cotton Belt and TEXRail trains will share a double-track alignment. Under normal operating conditions, DART and TEXRail trains will serve different platforms, such that both services are effectively operating as a single-track railroad between DFW North Station and DFW Terminal B. This arrangement guarantees an equitable distribution of the terminal’s capacity between the two railroads: both services have full-time use of 50% of the terminal. Access to the terminal will never be obstructed by the other service’s use of the crossover tracks, so scheduling for the Cotton Belt is not constrained by the TEXRail schedule, and vice versa.

A universal crossover allows trains of either service to serve either platform under abnormal or emergency conditions, and the dispatcher would be free to direct train movements in accordance with recovery and response strategies. Additionally, a short pocket track between DFW North and DFW Terminal B will allow one train at a time from either service to vacate the revenue track and allow another trip of the same service to pass on the single-track section.


Figure 2-1 DART Cotton Belt Alignment and Stations

2.1.2 Revenue and Non-Revenue Track and Structures In each simulation, the main line of the Cotton Belt consists of two main tracks, installed and maintained to support a maximum operating speed of 79 mph for passenger trains. Some segments of non-revenue track will also be built for the service, primarily at the Equipment Maintenance Facility (EMF) where the Cotton Belt DMUs will be maintained, serviced, and stored overnight. There is also a freight crossing and several freight spurs connecting to the main line. A schematic of the planned track system is shown in Figure 2-2. Cotton Belt passenger service will deviate from the existing freight alignment in three places, where new track will be constructed:

• South of the DFW North area wye, new tracks will be constructed to connect to DFW Terminal B, including a shared TEXRail and Cotton Belt two-track bridge over TX-114,

• Between MP 607 and MP 609, passenger service will go south of the current Cotton Belt Line to serve the Cypress Waters station, and

• Between MP 589 and MP 591 in Plano, passenger service will continue due east adjacent to the President George Bush Turnpike before turning north to run parallel to the existing DART LRT tracks. It will serve the Cityline/Bush and 12th St. Stations near the corresponding DART Red and Orange line stations before reconnecting with the current alignment.


Additionally, immediately east of the Downtown Carrollton Station, an aerial structure with two passenger-only tracks will fly over the at-grade BNSF freight crossing, eliminating the potential of BNSF freight trains interfering with Cotton Belt passenger service.

Beyond initial operations, one change to service under consideration is a direct DART Cotton Belt passenger service operating to and from TEXRail’s corridor to Fort Worth. This would be implemented by introducing passenger trains to the third, east-west leg of the wye north of the DFW North station, which would allow for through passenger trains from Plano to Fort Worth, bypassing the airport. The tracks which would be used in the proposed extension of Cotton Belt service to Fort Worth are not represented in the simulation model, as no detailed track charts are available. As depicted in Figure 2-2, the initial extension toward DFW Terminal B will diverge from the existing Cotton Belt corridor shortly after crossing under TX-121, while the proposed service to Fort Worth would continue along the existing corridor, which would be upgraded to double track. Within the simulation, the model alignment extends only as far as track drawings are available, approximately 5500’. At this point, simulated westbound trips to Fort Worth lay up (end service), while eastbound trips from Fort Worth put in (start service).

In addition to passenger service, three freight operators are active in this corridor: Dallas, Garland & Northeastern Railroad (DGNO, a Genesee & Wyoming short line operator); Fort Worth & Western (FWWR); and Kansas City Southern (KCS). In addition, the BNSF Railway crosses the Cotton Belt corridor in downtown Carrollton, although a flyover for Cotton Belt traffic will eliminate track conflicts with BNSF. The alignment model includes all switches and track diamonds where these freight mainlines cross or enter the Cotton Belt, to allow for simulation of all freight traffic which may affect Cotton Belt passenger operations. As of January 2010, freight operation over the Cotton Belt from Knoll Trail to Renner Junction has been abandoned.


Figure 2-2 DART Cotton Belt Initial Operating System (IOS) Track Schematic


2.1.3 Double Tracking Analysis As a preliminary stage in the development of the future alternative operating plans, a simulation of the initial operating plan with 30 minute peak period headways and 60 minute off peak headways was completed in order to identify the typical location of meets between Cotton Belt trips travelling in opposing directions on a fully double tracked version of the alignment. These locations represent the milepost at which trips departing the opposite terminals on schedule and dwelling at each station for the mean dwell scheduled dwell time will pass one another. The purpose of identifying these meet locations was to determine what portions of the alignment could be reduced to a single track without resulting in track conflicts between trips travelling in opposing directions.

Recognizing that there will be variability in the meet locations, due to variability in station dwells, delays due to freight traffic, and other factors, a buffer was extended ahead of and behind the meet locations to the location occupied by each train five minutes before and five minutes after each meet. The length of track which is outside of this buffer is highlighted in the string chart shown in Appendix B in green. The track which is outside of a less restrictive buffer zone corresponding to the location of each train 2.5 minutes before and after the meet is highlighted in yellow.

In addition to the limitations imposed by an adequate factor of uncertainty around meet locations, the sharing of portions of the planned alignment with TEXRail and the freight railroads further reduces the length of the track sections which might be left as a single track without being likely to result in track conflicts. Integration with TEXRail operations from north of DFW North to DFW Terminal B means that this segment must be double tracked. Along the Cotton Belt corridor proper, significant local freight customers and need to service them midday, resulting in one main track being occupied by local freights, as well as the need to move midday through freight traffic, precludes single tracking of several additional sections:

• From FW&W connection to BNSF interchange in downtown Carrollton • Between Shiloh Road and the junction just east of UT-Dallas Stations, for KCS through freights

Finally, four fixed interlocking locations where the new Cotton Belt passenger alignment and existing freight corridors diverge and merge can’t have another interlocking nearby for merging double track into single track, due to signal design braking distances, which define minimum spacing between signals (and, therefore, interlockings). The restrictions imposed by these additional considerations are highlighted in red and blue in Appendix B.

Given the limited potential for single-track operations in light of these assumptions, HDR and DART have instructed LTK to use the fully built-out double track alignment in all three simulation scenarios which were completed.


2.2 Rolling Stock In 2015, TEXRail signed a contract with Swiss carbuilder Stadler Rail AG (Stadler) to deliver eight FLIRT (Fast Light Innovative Regional Train) diesel multiple unit cars (DMUs) for operation on the Fort Worth-to-DFW TEXRail line; delivery is scheduled in anticipation of the opening of revenue service in 2018. DMUs are the optimal technology for provision of passenger service on the TEXRail corridor, as platform space will be at a premium, and DMUs do not require platform space for non-passenger vehicles (i.e. a locomotive). To comply with federal Buy America rules, Stadler is manufacturing these vehicles at its new factory in Salt Lake City, Utah. The FLIRT is designed for level boarding from platforms 23 inches above the top of rail to comply with Americans with Disabilities Act provisions.

Because of the co-mingled service on the DFW branch and the potential for future through-running of DART Plano-to-Fort Worth trains onto the TEXRail corridor, it is essential that the DART Cotton Belt vehicle be compatible with TEXRail operations. Although DART has not committed to a specific vehicle for Cotton Belt service, the FLIRT’s performance characteristics have been used for the rail operations simulations underlying this plan.

In keeping with HDR and DART’s instructions, all simulated DART operations use the four-engine, four-coach variant of the Stadler FLIRT3 vehicle. Revenue trips are simulated with an AW2 passenger load and constant 28% adhesion conditions. Each independent trainset consists of a single FLIRT3 vehicle. Key physical attributes of the vehicle are described in Table 2-1. Note that the design acceleration is derated from Stadler’s nominal initial acceleration of 2.237 MPHPS (1 m/s2), since that value cannot be achieved by the vehicle’s maximum tractive effort without neglecting the rotating weight of the vehicle and any passenger load.

Characteristic Value Length, ft 266 Empty Weight, lbs 379,000 Rotating Weight, lbs 37,900 AW2 Passenger Load, lbs 69,000 Seated Capacity, persons 224 Maximum Capacity, persons 450 Maximum Service Speed, MPH 79 Traction Power, hp 25,475 Starting Tractive Effort, lbf 38,667 Design Acceleration, AW0 Load, MPHPS 2.003 Simulated Initial Acceleration, AW2 Load, 8% Schedule Margin, MPHPS

1.472

Design Service Brake Rate, MPHPS 2.5 Simulated Service Brake Rate, MPHPS 1.6 Emergency Brake Rate, MPHPS 2.5

Table 2-1 Stadler FLIRT3 Vehicle Model Inputs


The tractive effort curve of the vehicle as modelled in the simulation with an AW2 passenger load is plotted in Figure 2-3.

Figure 2-3 Stadler FLIRT3 Tractive Effort Curve with an AW2 Passenger Load

The acceleration performance of the FLIRT3 vehicle model on level, tangent track with an AW2 load in 28% adhesion conditions which results from this tractive effort curve is displayed in Table 2-2. Note that these acceleration rates have not been derated for any schedule margin; in the network simulation, acceleration is derated.

Speed (mph)

Instantaneous Acceleration Rate

(mphps)

Time to Reach Speed from Stop (seconds)

0 1.717 0.0 10 1.711 5.9 25 1.163 15.7 50 0.519 49.5 79 0.080 132.8

Table 2-2 Stadler FLIRT3 Vehicle Model Acceleration at AW2 Weight

2.3 Train Control & Communications The Cotton Belt’s train control system will be made up of two coordinated but distinct components:

• A Positive Train Control (PTC) system; and • A Centralized Traffic Control (CTC) system, which remotely sets powered track switches and wayside

signals governing them, either automatically or through action taken by the Dispatcher.


To meet the Positive Train Control requirements of the Railroad Safety Improvement Act of 2008, Cotton Belt will employ PTC based on I-ETMS technology, consistent with the system used by BNSF and UPRR (as well as TEXRail and TRE). The behavior of this system is incorporated into the model by enabling TrainOps’ PTC feature, using stop signal profiling with a response time of 8 seconds (meaning that a Cotton Belt train will not be removed from a PTC stop signal profile until 8 seconds after the stop signal upgrades to a more favorable aspect).

The simulation model features a conceptual model of a signaling system based on the TRE Signal Aspects. A description of these aspects from the TRE Employee Timetable is shown in Appendix C. Given the FLIRT3’s friction-only emergency brake rate of at least 2.5 MPHPS, the signal design brake rate used to calculate signal spacing was 1.4 MPHPS. While more aggressive than the traditional CE-205 commuter rail criteria, this rate is still quite conservative when compared with the Flirt3 capabilities. The model implements I-ETMS PTC with the same enforced brake rate for passenger trains. The model does not include traditional cab signals (which exist in places on the BNSF network), but the signal design stopping and reducing distances used in designing the model signal network allowed for 8 seconds of reaction time, which provides for standard reaction times should DART elect to switch to a cab signal architecture in the future.

Given that the freight train travel distances within the Cotton Belt corridor are relatively short, all freight trains are assumed to operate at Restricted Speed, not exceeding 15 MPH. This eliminated any need to space signals in accordance with the much more constraining BNSF freight (or other freight) signal design criteria.

As described in the separate O&M Plan developed by LTK, all Cotton Belt mainline tracks will be signaled for bi-directional running and managed by Centralized Traffic Control (CTC). The CTC system’s route setting will be designed to function automatically. Dispatchers will constantly monitor system operations and intervene on an exception basis when delays require Dispatcher intervention and the application of recovery strategies. During normal operational windows, the Dispatcher will control train movements at terminal locations to ensure on-time departures. During freight operational windows, the DART Dispatcher will control all traffic flow, including work trains and other on-track equipment such as hi-rail vehicles and maintenance equipment.

In order to emulate this active dispatcher intervention in simulation, each scenario has been reviewed and manually corrected to ensure that the dispatching algorithm resolves track conflicts in the most efficient manner. In cases where freight trains occupy one of the Cotton Belt tracks, passenger trains are re-directed to operate left-hand running on the opposite track between adjacent crossovers in all cases where this does not create additional delay to subsequent revenue trips. Likewise, trips are held to avoid conflicts on the crossover tracks and single-track section at DFW Terminal B and Shiloh Road Terminal. Freight trips do not receive a higher priority through the Cotton Belt than passenger trips; freight trips are held from entering the mainline tracks when a passenger trip has already received a route.

2.4 Freight Operations Four freight carriers, two shortline and two Class 1s, operate along or across the Cotton Beltline. Together with information collected from the employee timetables of each railroad on which customers are served, and professional judgement on feasibility, the information below was used to develop a representative 48 hour operating plan including regular freight movements which use the Cotton Belt alignment. A 48 hour simulation window was selected (in lieu of a more traditional 24-hour analysis) to incorporate variability in scheduled freight operations, since several of these freight operations are not repeated consistently every day. All trains


are scheduled to use a minimum reversing time of 10 minutes for switching to customer sidings from mainline tracks.

• The Fort Worth and Western Railroad (FWWR), coming from the west, operates through Fort Worth and over the Cotton Belt (shared with TEXRail) from Fort Worth to Carrollton, serving the Belt Line Business center and surrounding areas. The FWWR operates about three trains per week. Within the two day freight operating plan developed for the simulation, the FWWR schedule includes:

o One eastbound and one westbound trip on Day 2 between Fort Worth and BNSF interchange at Downtown Carrollton, during morning, midday and evening. Consist is 1 locomotive + 4 loaded cars.

o Switching to serve four customers along the route. • The Dallas, Garland and Northeastern Railroad (DGNO), a Genesee and Wyoming property, operates

over the Cotton Belt out of Mercer Yard. The yard is currently located near the future Downtown Carrollton Cotton Belt station, and will be relocated east by about two miles. DGNO currently operates six days per week, typically one train each morning and one each evening. Within this simulation this is represented as:

o One eastbound and one westbound trip per day between DGNO mainline (interchange east of Downtown Carrollton Station) and relocated Mercer Yard, both overnight. Consist is 2 locomotives + 20 loaded cars + 20 empty cars.

o Extensive midday switching operations from Mercer Yard: three customers on Day 1, four customers on Day 2. Consist is 1 locomotive + 10 loaded cars.

• BNSF crosses the right-of-way immediately east of the Downtown Carrollton station. A two-track flyover will remove any freight-passenger conflicts here, although FWWR trains will continue to use the mainline passenger tracks to access BNSF right-of-way. No BNSF trips were simulated.

• Kansas City Southern (KCS) operates over the east end of the Cotton Belt Corridor. A flyover east of the UT-Dallas station and a connecting track near MP 592 allows KCS to serve customers in Plano and points east. Today, KCS operates two through-moves daily (one morning, one evening), six days per week, each averaging 4000-5000 feet in length. It also operates two manifest trains overnight, but not every night. When KCS has occasion to run additional trains, there can be as many as five or six per day. The Cotton Belt spur serving the Packaging Corporation of America is not currently active, so for simulation purposes associated with this plan, KCS was assumed not to have any local trains.

o Two eastbound and two westbound trips per day between Shiloh Road Station and Renner Junction (near UT-Dallas Station), during morning, midday and evening. Consists are 4 locomotives + 50 loaded cars + 20 empty cars.

o No switching moves (no active customers along the Cotton Belt).

The same freight operating plan is overlaid on each of the three simulation scenarios. With the exception of BNSF, the local freight trips will be restricted from peak period operation in order to avoid interference with Cotton Belt passenger services. However, the KCS through movements at the east end of the line are assumed to operate at any time, including peak periods.

3 Operating Plan Development Scheduled Cotton Belt running times have been estimated using the TrainOps computerized train performance calculator (TPC). The simulator program uses inputs describing vehicle characteristics, passenger loads and route profiles reflecting linear distances, curvature, grades, signal system performance, and speed limits. Unlike the


full network simulation runs used to evaluate Cotton Belt operating plans, these TPC simulations do not reflect network congestion resulting from interaction of trains. The TPC output is a link-by-link estimate of running times between passenger stations and summed for the entire route, together with acceleration and braking rates and times, engineer variability, maximum and average speeds achieved and energy consumption statistics. Distances between stations, grades and speed-restricting curve locations for the entire alignment have been based on civil plan and profile drawings.

All simulations include an 8% schedule margin. Schedule margin is a performance limitation imposed on a simulated trip’s acceleration, speed and dwell times, to provide for practical (as opposed to theoretical) trip times. A theoretical station departure to station departure trip time of 100 seconds would result in a trip time of 108 seconds when 8% schedule margin is imposed. Virtually all network simulations, including those operating under Automatic Train Operation (ATO), require some schedule margin to reconcile the theoretically possible trip durations found in simulation with the trip durations which are seen in practice. Sources of deviation from the theoretical trips times include variability in operator behavior, mechanical variability (not all traction motors operating at peak performance), and platform dwell variation. The 8% value used in this model is based on professional experience in simulating existing diesel-powered commuter rail services, since no real world calibration data exists for the yet-to-be-completed network.

3.1 Service Goals & Operating Assumptions DART has not formally adopted a specific service policy for the Cotton Belt, but general assumptions have been made for planning and engineering purposes. The simulations developed for this analysis consider only weekday operations. Weekday service will be oriented to morning and late afternoon peak hours (6:00-9:00am and 3:00-7:00pm), with Cotton Belt trains operating at their highest frequency in both directions during these times. Outside of these times (9am-3pm and 7pm-9pm), trains will run hourly in both directions in all scenarios. Service on weekends and on major holidays has been assumed to follow the off-peak trend of hourly trains, with a slightly shorter span of service (8am until 8pm), for the purpose of developing a fleet requirement. Weekend operations were not simulated.

The initial operation of the system will have a 30 minute bi-directional headway during the peak period (6-9am and 3-7pm). This service will be scheduled to provide connections between Cotton Belt and TEXRail trains at DFW North, offering travel options across the region without DART incurring the operating expense of operating Cotton Belt trains through to Fort Worth. (Figure 3-1)

FtWorth

DFWTerminal B

Plano

Timed ConnectionsAt DFW NorthTEXRail

Cotton Belt

Figure 3-1 Routes served in one hour of peak service in Cotton Belt Initial Operations scenario


Under normal operations, it is assumed that every scheduled train will stop at every passenger station along the line on every revenue trip. A key assumption throughout the planning and design phases of the project has been the selection of the operating headway (time interval between trains operating in the same direction) at different times of the day and on different days of the week. These headways drive everything from fleet size to ridership to the location of passing sidings and the effectiveness of integration with TEXRail in the DFW area.

While not rising to the 12-15 minute standard of frequent transit that allows passengers to “show up and go” without relying on a schedule, it provides a good balance between frequency and capital cost. As importantly, it has the advantage of being identical to the service frequency of TEXRail, so that operations such as transfers between lines in the DFW area can be integrated effectively.

All Cotton Belt trains will be stored, serviced, and maintained overnight at the Luna Road EMF in Carrollton. Some trains will also be brought into the EMF at midday between peak periods. Once on the mainline, trains will be placed in revenue service immediately upon reaching a station. Trains headed to DFW Terminal B to begin a full run will first serve westbound passengers at Cypress Waters and DFW North, while trains headed for Shiloh Rd will begin serving eastbound passengers at Downtown Carrollton. Similarly, trains headed back to the EMF at midday or at in the evening will serve all stations up to Cypress waters (for trains coming from DFW Terminal B) and Downtown Carrollton (for trains from Shiloh Rd). The simulation limits do not extend beyond the yard leads turning off the mainline Cotton Belt tracks. Based on the assumption that the yard layout will be adequate to avoid any potential delays to the mainline track, all terminating trips are assumed to lay up once clear of the mainline track, and all originating trips are assumed to put in on the yard lead as scheduled.

3.2 Inline Station Dwell Times In accordance with direction received from DART, the mean station dwell times at all stations were assumed to be 30 seconds, with the exception of the following high-ridership stations, where the mean dwell time is modelled as 60 seconds: DFW Terminal B, Downtown Carrollton, Addison Transit Center, Cityline/Bush, 12th Street, and Shiloh Road Terminal. In the simulations, the duration of each station dwell is randomly selected from a 30-second wide uniform probability distribution centered at the nominal dwell time. This randomization was applied in order to introduce variability into the travel time, to account for passenger loading and other potential sources of variable performance. Simulated trains which arrive at a station ahead of schedule are held until the scheduled departure time. The mean of the probability distributions after schedule margin is applied are presented in Table 3-1.

Station Name

Mean Eastbound Dwell Time with Schedule Margin

Mean Westbound Dwell Time with Schedule Margin

DFW TERMINAL B STATION 0:01:05 0:01:05 DFW NORTH STATION 0:00:32 0:00:32 CYPRESS WATERS STATION 0:00:32 0:00:32 DOWNTOWN CARROLLTON STATION 0:01:05 0:01:05 ADDISON TRANSIT CENTER 0:01:05 0:01:05 KNOLL TRAIL STATION 0:00:32 0:00:32 PRESTON RD STATION 0:00:32 0:00:32 COIT RD STATION 0:00:32 0:00:32 UTD SYNERGIE PARK STATION 0:00:32 0:00:32


CITYLINE/BUSH STATION 0:01:05 0:01:05 12TH STREET STATION 0:01:05 0:01:05 SHILOH RD STATION 0:01:05 0:01:05 Total Dwell Time (Excluding Excess Layover at Terminals) 0:09:43 0:09:43 Table 3-1 Average Dwell Times and Total Travel Time, with 8% Schedule Margin

3.3 Simulated Running Time Initial TPC simulations were performed to determine travel times in each direction for the purpose of developing a schedule. The end-to-end running time between DFW Terminal B and Shiloh Road, including all ten intermediate station stops but excluding the minimum dwell for passenger exchange at the terminals, is estimated at 59 minutes, while the running time in the opposite direction is estimated to be 60 minutes. The running time and total travel times in each direction used for schedule development are summarized in Table 3-2.

Station Name Eastbound Run Time

Westbound Run Time

DFW TERMINAL B STATION 0:06:52 DFW NORTH STATION 0:07:00 0:09:45 CYPRESS WATERS STATION 0:09:42 0:06:19 DOWNTOWN CARROLLTON STATION 0:06:43 0:07:56 ADDISON TRANSIT CENTER 0:06:46 0:01:37 KNOLL TRAIL STATION 0:01:37 0:01:54 PRESTON RD STATION 0:01:54 0:03:47 COIT RD STATION 0:03:50 0:02:08 UTD SYNERGIE PARK STATION 0:02:15 0:05:31 CITYLINE/BUSH STATION 0:05:09 0:02:40 12TH STREET STATION 0:02:47 0:04:16 SHILOH RD STATION 0:03:46 Total Run Time (No Station Dwell Included) 0:51:29 0:52:46 Total Dwell Time (Excluding Entire Layover at Terminals) 0:07:32 0:07:32 Total Travel Time (Dwell Time + Run Time, Excluding Minimum Dwell for Passenger Alighting/Boarding at Terminals)

0:59:01 1:00:18

Total Dwell Time (Including Minimum Dwell for Passenger Alighting/Boarding at Terminals) 0:09:43 0:09:43 Total Travel Time (Dwell Time + Run Time, Including Minimum Dwell for Passenger Alighting/Boarding at Terminals)

1:01:12 1:02:29

Table 3-2 Delay Free Station-to-Station Run Times with 8% Schedule Margin


As a visualization of the run times, the speed profile of average eastbound and westbound trips are plotted against the distance travelled between terminals in Figure 3-2 and Figure 3-3, respectively. These speed profiles reflect the best speeds achievable given three considerations: the speed restrictions imposed by the grade and curve profiles in the track plans, the physical capabilities of the vehicles, and smoothing of the curve speed restrictions to remove unrealistic peaks in the speed profile. Operators could theoretically rapidly accelerate and brake the train in order to maintain the maximum possible speed during short gaps between lower speed restrictions, which is the default behavior of the TrainOps simulation software. However since this does not represent realistic operator behavior, the maximum authorized speed at these locations has been downgraded. This adds approximately two minutes to the travel time in each direction, relative to the minimum travel time which is theoretically possible without violating the posted speeds at any point.


Figure 3-2 Eastbound Speed Profile, DFW Terminal B to Shiloh Road


Figure 3-3 Westbound Maximum Authorized Speed Profile (Red) and Simulated Speed Profile (Green), Shiloh Road to DFW Terminal B


3.4 Terminal Layover Times At terminals, under normal, planned operation, no train will be scheduled to depart for its next trip less than 10 minutes after arriving. This minimum turn time allows for the discharge/boarding of passengers, Operator and Conductor rest, PTC reinitialization and performance of a federally-mandated brake test. If the turn time is less than 15 minutes, a “drop-back crew” is assumed to be in place.

During initial operations, layovers of 14 minutes at DFW Terminal B and 17 minutes at Shiloh Road are provided. DART policy calls for a drop-back crew whenever turns are shorter than 15 minutes, so a drop-back crew will be in place at DFW Terminal B during peak periods. This allows for the absorption of short delays and for engineers to change cabs, perform brake tests, obtain dispatch authority, and leave on time. Layover times are skewed toward Shiloh Road to allow for a consistent 6 minute TEXRail scheduled transfer time in both directions at DFW North station.

In recovery mode, for late arrivals, the minimum terminal layover time allowed in simulation is six minutes. With 8% schedule margin applied, a six minute scheduled dwell increases to 0:06:29.

3.5 Alternative Service Scenarios 3.5.1 Scenario 1: Initial Operations The operating timetable which was the basis of the first simulation scenario is shown in Appendix D. This schedule forms the plan for normal initial operations revenue service. Actual operations may need to be adjusted from this schedule, as the agency adjusts service to respond to actual passenger demand, or other unexpected operating conditions.

The timetable in Appendix D shows TEXRail trains serving Grapevine, DFW North, and DFW Terminal B stations. These times are based on the TEXRail Commuter Rail Operations and Maintenance Plan (September 2015). Including these times shows how the connection between the two services at DFW North would work for passengers (Figure 3-1): Cotton Belt passengers from points east would arrive on the Cotton Belt platform and walk to the TEXRail platform on the opposite side of the tracks, where they would wait for a Fort Worth-bound TEXRail train. That train would be scheduled to arrive six minutes after those passengers arrived. This duration is intended to strike a balance between not causing passengers to feel rushed, and not being frustrated by a long wait for the arriving TEXRail train. The reverse would be true for Plano-bound TEXRail passengers. They would arrive at DFW North six minutes before a Plano-bound Cotton Belt train, walk to the appropriate platform face, and board the connecting train.

The exact amount of time between connecting trains is likely to be adjusted as design progresses. The current draft of the TEXRail may not be feasible, as it assumes just four minutes of travel time between DFW Terminal B and DFW North. Simulations of the parallel Cotton Belt operation have shown this time to be seven minutes. Also, as the DFW North station design evolves, the time necessary for passengers to get from one platform face to another may change—including, optimally, being reduced to less than a minute if the track layout allows for a cross-platform transfer.

3.5.2 Scenario 2: 20 minute Headways DART has expressed an interest in increasing peak period Cotton Belt service in the future to every 20 minutes, while retaining hourly service outside of the peaks. While more frequent service does provide more options to passengers, running trains on 20 minute headways also causes more challenges. In particular, what is effectively


Cotton Belt single-track out-and-back service from DFW North to DFW Terminal B cannot support a delay-free 20 minute headway, based on the modelled signaling system and schedule margin:

(WB run time from DFW North to DFW Terminal B) +(Minimum recovery dwell at Terminal B with schedule margin) +(EB run time from DFW Terminal B to release of interlocking into single track) + (Route establishment time) = (0:06:59) + 1.08 × (0:06:00) + (0:06:52) + (0:00:15) = 0:20:35 This indicates that a cascading delay would develop, as each successive trip would be entering the single-track section further behind schedule than the preceding trip. Moreover, as currently designed, DFW Terminal B station cannot simultaneously accommodate both a TEXRail service operating on a 30 minute headway and a Cotton Belt service operating on a 20 minute headway. With seven minutes of travel time in each direction, this would allow for less than six minutes of turn time, accounting for the schedule margin and route establishment time inherent in the signal system. This is less than the 10 minute minimum dwell time DART has prescribed for the Cotton Belt, even assuming that all westbound trains reach DFW North on-time. In reality, minor delays could require a turn time would be in the range of three to four minutes in order to avoid cascading delay to subsequent trips—too little even with a drop-back crew in place.

A center pocket track is planned between DFW North and DFW Terminal B which could be used to allow passing on the single track, which would allow Cotton Belt to sustain a 20 minute headway. Specifically, the eastbound trip departing DFW Terminal B must hold on the pocket track until the incoming westbound trip has passed, and the new route has been established. This pass can be timed to maximize layover time at the terminal by the departing eastbound trip. However, using this pocket track increases travel time, which reduces the total layover time available in the cycle time. As a result, layovers at both terminals will be shortened to near the minimum. The use of the pocket track also reduces the system’s ability to recover from delays at the terminal; delays greater than about 3.5 minutes would cascade back to the next trip. The timetable of the operating plan which was developed based on this strategy and simulated as Scenario 2 is presented in Appendix E.

As noted in the separate O&M Plan document, the TEXRail line is being built with a single main track and passing sidings specifically located to allow for a 30 minute headway operation. Running Cotton Belt trains on a 20 minute headway will result in asynchronous arrivals at DFW North, removing the useful scheduled connection between the two services. The TEXRail operations which would accompany a 20 minute headway Cotton Belt service have not been simulated though the Cotton Belt simulations preserve the continuous use of one track from DFW North to DFW Terminal B for TEXRAIL trips.

3.5.3 Scenario 3: Through-Service to/from Fort Worth at 30 minute Headways One of the goals of this analysis was to examine the feasibility of extending direct service from the Cotton Belt to the terminus of the TEXRail alignment at Fort Worth, bypassing DFW North and DFW Terminal B with every other train. Westbound Cotton Belt trips would alternate between terminating at DFW Terminal B and Fort Worth in this proposal. A timetable for the operating plan developed to implement this service is presented in Appendix F. The schedule retains six minute transfers with TEXRail at DFW North Station.

This plan would place additional trains into service during the peak period on the TEXRail side of the corridor, between Grapevine and Fort Worth. Currently, the TEXRail system is designed as a largely single-track railroad with short double track sections capable of sustaining a 30 minute bi-directional headway. TEXRail’s operating plans call for running trains on 30 minute bi-directional headways. It is unlikely that TEXRail’s track alignment,


which is mostly single-tracked, can support headways shorter than 30 minutes, which would be necessary to support an overlaid 30 minute headway Cotton Belt service- i.e., 15 minute headways. While alternating through-running service was also initially proposed as a variation of the 20 minute headway schedule, there is a near certainty that such a schedule would not be able to share the TEXRail alignment with a 30 minute headway service, since the Cotton Belt service could not be slotted evenly between TEXRail trips, especially on the extensively single-tracked TEXRail alignment. Therefore, this alternative was not tested in simulation.

Detailed track charts for the TEXRail portion of the Cotton Belt are not available, so all simulated trips terminate just east of DFW North. The assumed round trip time for through-running to Fort Worth over TEXRail alignment is 96 minutes per direction between Shiloh Road and Fort Worth, with a minimum scheduled dwell at Fort Worth of 14 minutes. All eastbound trips from Fort Worth are assumed to re-enter the limits of the simulation on schedule; no provision has been made for delays in TEXRail territory, pursuant to instructions from DART and HDR to assume that the TEXRail schedules and infrastructure will not interfere with DART operations.

3.6 Active Vehicle Requirement Round trip running times incorporate all of the aforementioned factors to calculate an estimate of cycle time, i.e., the time that it takes a train to make a complete round trip circuit, return to its point of origin and be prepared ready to depart again. This cycle time determines the number of active vehicles required to maintain service. For Scenario 1, Plano to DFW Terminal B, the cycle would be a round trip of 2.5 hours, as follows:

Westbound run 60 minutes Layover at DFW Terminal B 14 minutes Eastbound run 59 minutes Layover at Shiloh Rd 17 minutes TOTAL CYCLE TIME 150 minutes = 2.5 hours

Table 3-3: Scenario 1 Cycle Time Calculation

Given a 2.5 hour cycle time and a 30 minute headway, 150 minutes divided by 30 minutes yields five trainsets (DMUs) required for revenue service.

In Scenario 2, which features a 20 minute headway, reduced layover times are necessary in order to ensure that the cycle time is an even multiple of the headway, and to avoid recurring delays at the two terminals due to limited sections of single-track. In this case, the values in Table 3-4 comprise the cycle time of 140 minutes. Dividing the 140 minute cycle time by the 20 minute headway leads to a peak period vehicle requirement of seven trainsets (DMUs).


Table 3-4: Scenario 2 Cycle Time Calculation

Though the through-running service envisioned in Scenario 3 maintains the 30 minute peak headway of Scenario 1, it also requires an increase in the number of simultaneously active vehicles required to deliver service due to the increase in the distance travelled by half of all trips. There are effectively two Cotton Belt services operating in parallel over much of the same corridor: service to DFW, and service to Fort Worth. The components of cycle


time for these two parallel services are displayed in Table 3-5 and Table 3-6. However, the schedule simulated in Scenario 3 relied on interlining between the two services, with each trainset alternating between western destinations each time it departs from Shiloh Road station. Because the total interlined cycle time is longer than the duration of the peak period, the cycle time for both services is not scheduled to form an even multiple of the headways; by the time a round trip to Fort Worth has been completed, the peak period has been completed.


Table 3-5: Scenario 3 Cycle Time Calculation for Hourly Service to DFW Terminal B during the Peak

Westbound run 96 minutes Layover at Fort Worth 15 minutes Eastbound run 96 minutes Layover at Shiloh Rd 17 minutes TOTAL CYCLE TIME 224 minutes = 3.73 hours

Table 3-6: Scenario 3 Cycle Time Calculation for Hourly Service to Fort Worth during the Peak

Though it cannot be calculated as intuitively as in the two preceding schedules, the number of DMMU trainsets required to operate this schedule is also seven. Dividing the 224 minute cycle time of the through service by the 30 minute departure headway from Shiloh Road indicates that there will be seven other departures on the 30 minute headway before a trainset which departs Shiloh Road for Fort Worth is able to make another westbound departure from Shiloh Road.

While this would imply a need for eight trainsets, every other trip of those seven intervening departures is made by trainsets travelling to DFW Terminal B on a 150 minute schedule. Dividing 150 minutes by the 30 minute headway shows that trainsets travelling to DFW are able to turn for another westbound departure after five headways have elapsed, allowing six trainsets to provide the seven westbound departures from the from Shiloh Road which are required between the first and second westbound departure of the first trainset.

4 Simulation Results 4.1 Scenario 1: Initial Operating Plan The first operating plan tested in simulation, with service between Shiloh Road and DFW Terminal B at a 30 minute headways during the peak period, produced consistent, reliable service. A full set of time-distance (“string”) charts displaying the course of all trips the 48 hours of the simulation are included in Appendix G and Appendix H. Appendix G plots trips by direction and service, such that eastbound revenue, westbound revenue, and freight traffic are easily distinguished. Appendix H displays the same trips, but each plot is color-coded according to which track the train occupies: eastbound mainline, westbound mainline, freight sidings, pocket tracks, or crossovers, as identified in the key atop each chart. This highlights dispatch interventions where passenger trips are re-directed to the opposing track in order to avoid delays by freight traffic.

The travel times in each direction throughout the day are detailed in Table 4-1, as measured from wheel movement at one terminal to wheel stop at the opposite terminal. The difference between the average and minimum travel times are shown as a measure of the spread of travel times.


Direction Period Travel Time

Minimum Average Maximum Average - Minimum

Eastbound Off-Peak 00:59:12 00:59:51 01:01:30 00:00:39 Eastbound Peak 00:58:38 00:59:54 01:08:50 00:01:16 Westbound Off-Peak 01:00:21 01:02:41 01:13:21 00:02:20 Westbound Peak 01:00:17 01:01:23 01:06:26 00:01:06

Table 4-1 Scenario 1 Directional Travel Times, Including Station Dwells

As measured by the difference between the average travel time and the minimum travel time, westbound service during the off-peak period encounters the most delay out of the four categories presented. The prevalence of delays in the off-peak period is to be expected, since this is when most freight switching moves occur. Westbound passenger trips are more exposed to delays due to freight switching due to the lack of left-handed crossovers extending nearly from Shiloh Road Station to the BNSF flyover tracks, which prevents westbound trains from diverting to the eastbound track around freight trains which obstruct the westbound track.

Another measure of the stability of the schedule is the layover time at each terminal. Shorter average layovers indicate that trains are arriving late and reducing time at the terminal dwell in order to recover schedule. The much shorter minimum layovers of 6:29 at DFW Terminal B indicate that at least one westbound trip in both the peak and off-peak period is arriving too late to depart on schedule. These trips dwell for only the minimum standard of six minutes (with 8% schedule margin, this increases to 6:29) before departing late. Average dwells at DFW Terminal B indicate that an extra step-back crew would be necessary in both the peak and off-peak period to allow for on-time departures, given that the layover times are less than 15 minutes.

Station Period Layover Time

Minimum Average Maximum DFW Terminal B Off-Peak 00:06:29 00:12:26 00:13:39 DFW Terminal B Peak 00:06:29 00:12:57 00:15:43

Shiloh Road Off-Peak 00:40:48 00:45:25 00:46:45 Shiloh Road Peak 00:07:10 00:15:57 00:17:22

Table 4-2 Scenario 1 Layover Times at Terminals

While some trips are arriving at each terminal late during the peak period, a large majority of all trips are arriving within five minutes of the scheduled arrival, as seen in Table 4-3.

Lateness Threshold # of Stops On-Time Percentage 00:00:00 13 11.4% 00:01:00 71 62.3% 00:05:00 108 94.7% 00:10:00 111 97.4% All Stops 114 100.0%

Table 4-3 Scenario 1 Terminal On-Time Performance


Maintaining these on-time performance figures required a degree of active dispatch intervention in the simulation, such as redirecting passenger trips around freight trains switching on the mainline track. An example of one such intervention is highlighted in yellow in Figure 4-1. An eastbound Cotton Belt trip is rerouted onto the westbound track to avoid becoming delayed behind a DGNO trip switching to a freight siding during the midday period.

On the other hand, some delays due to conflicts with freight traffic could not be avoided without causing greater delay to other revenue service. For example, Figure 4-2 shows a westbound trip delayed by another DGNO midday freight trip switching to a customer siding; the delay was not averted, since there is no left-hand crossover available between the location of the freight switch and the prior meet with an opposing Cotton Belt train, between Cityline/Bush and 12th Street stations. Without such a crossover, the westbound trip is forced to wait on the mainline track until the freight train clears the track and a route is received. This results in the consist arriving late at the next two terminals, in spite of the consist turning at the first terminal in the minimum recovery layover time of 0:06:29.


Figure 4-1 Scenario 1 Day 2 4AM-12PM String Charts, Color Coded by Track Travelled


Figure 4-2 Scenario 1 Day 1 4AM-2PM String Charts, Color Coded by Trip Class


4.2 Scenario 2: 20 minute Headways The travel times in each direction in Scenario 2 are detailed in Table 4-4. The average travel times in each category increase relative to what is achieved under a 30 minute headway, with peak period times increasing by one to two minutes in each direction. The notable exception to these travel time increases is westbound off-peak service. This may be attributed to more fortuitous timing of the intersection of freight and passenger operations during the ramp-up and ramp-down between the peak and off-peak periods, since the off-peak hourly service is identical in each scenario.


Minimum Average Maximum Average - Minimum Eastbound Off-Peak 00:58:34 01:00:22 01:11:56 00:01:48 Eastbound Peak 00:59:40 01:01:13 01:04:02 00:01:33 Westbound Off-Peak 01:00:17 01:01:28 01:05:48 00:01:11 Westbound Peak 01:00:29 01:02:44 01:17:15 00:01:15


The simulated terminal layover times are presented in Table 4-5. Note that average terminal dwell times at both terminals during the peak period are shortened, due to the increase in travel time from the use of the pocket track. In order to minimize time that eastbound trips must spend holding on the pocket tracks, eastbound departures from DFW Terminal B are held for as long as possible without delaying the next incoming westbound trip. This skews the balance of layover time toward DFW Terminal B, as these trips then arrive late to Shiloh Road.





The impact of the schedule hold on the pocket track to allow a meet on the single track section is described in Table 4-6. The total increase in travel time due to the pocket track maneuver is greater than the total hold time listed in this table, which only tallies the time for which each train is at a stop. Hold time at the pocket track accounts for 28% of the cumulative total of 02:46:39 that revenue trains spend stopped for delays over the 48 hour long simulation.

Stop Duration Day 1 Day 2 48 Hours Total 00:26:09 00:19:49 00:45:58 Minimum Individual 00:00:07 00:00:07 00:00:07 Average Individual 00:01:08 00:00:54 00:01:01 Maximum Individual 00:02:25 00:03:42 00:03:42

Table 4-6 Scenario 2 Hold Time by Eastbound Trips on the DFW Terminal B Pocket Track


As can be seen in Table 4-7, there are fewer on-time arrivals at both terminals in Scenario 2 when compared with the 30-minute peak headways of Scenario 1, partly as a result of these in-line holds, which increase travel time. Using a five minute lateness threshold, OTP drops from 95% in Scenario 1 to 86% in Scenario 2. This results in shorter layovers, and an increase in the number of trips departing late for the next trip after dwelling for the minimum recovery layover time.



The 20 minute headway is inherently more exposed to cascading delays due to freight service than a less frequent service. For example, consider Figure 4-3, showing the same delay due to a freight switching move as in Figure 4-2. Here, rather than a single trip being delayed, the next following consist is also delayed. Fortunately, both trips are laying up at the yard, so only passengers travelling to the last station in revenue service for each trip would be delayed.

A full set of string charts covering the 48 hour simulation of Scenario 2 are presented in Appendix I and Appendix J. Appendix I is color-coded by trip type, while trip plots in Appendix J are color-coded by track.


4.3 Scenario 3: Through-Service to/from Fort Worth The average travel times between DFW Terminal B and Shiloh Road are presented in Table 4-8. In contrast with Scenario 1, eastbound off-peak service is the slowest service on average. This is partly the result of the sample chosen, since only half as many trips are travelling the route from DFW Terminal B to Shiloh Road in this scenario, as the other half are arriving from Fort Worth. Thus a single badly delayed trip has a more significant impact on the average travel time.


Minimum Average Maximum Average – Minimum

Eastbound Off-Peak 00:59:06 01:03:40 01:14:00 00:04:34 Eastbound Peak 00:58:51 01:00:21 01:08:48 00:01:30 Westbound Off-Peak 01:00:24 01:00:52 01:01:50 00:00:28 Westbound Peak 01:00:30 01:01:32 01:06:19 00:01:02


As can be seen in Table 4-9, the Scenario 3 operating plan allows for similar terminal layovers to Scenario 1. Only DFW Terminal B requires regular use of a step-back crew during the peak period.





The on-time performance statistics for Scenario 3 are presented in Table 4-10. These figures are slightly worse than the Scenario 1 figures at every threshold, in spite of the half of the eastbound departures which represent service from Fort Worth which put in exactly on time at the limits of the simulation for every trip. This indicates that there may be some cause for an increase in track conflicts within the operating plan.



Indeed, examining the peak period string charts presented in Figure 4-4, it is apparent that the schedule of the through service operating plan causes meets on the eastbound mainline track between eastbound trips from Fort Worth and westbound trips to DFW Terminal B crossing the mainline, which sometimes cause delay the


eastbound trip from Fort Worth, as highlighted in yellow. Whether a short delay or a longer delay occurs here is dependent on the exact timing of the meet.

The full set of string charts covering the 48 hour simulation of Scenario 3 are presented in Appendix K and Appendix L. Appendix K is color-coded by trip type, while trip plots in Appendix L are color-coded by track.


5 Comparison of Scenarios & Conclusions The key performance indicators for Cotton Belt service in each of the three simulations are presented side by side in Table 5-1. For each statistic, the best or most desirable value out of the three alternatives is highlighted in green, while the worst performance is highlighted in red, and the intermediate performer is shown in yellow.

Statistic Scenario 1

30 Minute Peak Headways

Scenario 2 20 Minute Peak

Headways

Scenario 3 30 Minute Peak

Headways, TEXRail Through

Running On-Time Performance, 5 minute Threshold 94.7% 85.6% 92.9% Average Peak Eastbound Run Time 00:59:54 01:01:13 01:00:21 Average Peak Westbound Run Time 01:01:23 01:02:44 01:01:32 Average Peak DFW Terminal B Layover 00:12:57 00:10:01 00:13:28 Average Peak Shiloh Road Layover 00:15:57 00:08:22 00:15:29 Stopped Delay to Revenue Trips Per 48 Hours 00:32:48 02:46:39 01:08:41 Fleet Size Requirement 5 7 7

Table 5-1 Key Figures for Comparing Performance

The initial service plan with 30 minute headways (Scenario 1) provides the most recovery time, shortest travel times, and fewest delayed trips. The only statistic by which Scenario 1 is not the most successful is average peak period layover at DFW Terminal B. There are fewer delays to westbound trips approaching the terminal in Scenario 3, since half as many trips are routed through the single-track approach to the terminal in this scenario. The late arrival and subsequent short layover of a westbound trip which is delayed by freight traffic in Scenario 3 is only half as likely to be included within the average layover, as half of the westbound trips diverge to a different terminal, and are not averaged into this run time. This explains the apparent discrepancy with the longer average westbound travel times in Scenario 3.

Scenario 1 does not deliver perfectly reliable service, due to occasional conflicts with freight traffic which cannot be avoided using the planned infrastructure. However, there are no persistent or cascading delays as a result of the simulated “busy day” level of freight traffic; there is adequate recovery built into the terminal layover time.

The single mainline track between DFW North Station and DFW Terminal B cannot support 20 minute headways. Adding train meets/passes using the DFW pocket track allows the infrastructure to support the 20 minute headway of Scenario 2, but at the cost of increasing travel time and reducing layover time at DFW Terminal B below 10 minutes. Use of the pocket track reduces the ability to recover from delay at the terminal, as delays greater than about 3.5 minutes can cascade to the next trip, which must wait until the first trip has occupied the pocket track before advancing through the single track segment to the terminal.

Even allowing for the use of a scheduled hold on the pocket tracks, Scenario 2 performs worse than Scenario 1 and 3 by all of the measures of trip quality and reliability compared in Table 5-1. In particular, there is far more stopped delay in Scenario 2, where revenue trips are stopped outside of a station. This is largely because this figure includes all of the time that eastbound trains spend stopped on the pocket track holding for the westbound train to clear the single track section.

The limit to the delay-free headway of the single track out-and-back route to DFW Terminal B discussed in Section 3.5.3 will need to be addressed in order to improve the performance of any service operating at less


than a 30 minute headway. One potential improvement would be to extend the third track on the southeast side of the Cotton Belt DFW North Station, reducing the length of the section where only a single track is available to Cotton Belt trips. Another alternative would be to take advantage of the existing second track which leads directly to the TEXRail platform at DFW Terminal B. However, this solution would be highly dependent on cooperation from TEXRail in scheduling the terminal operation. Even with careful coordination, it is not certain that an acceptably reliable service pattern could be developed, particularly if TEXRail were operating on a different service headway than the Cotton Belt.

As for a through-running operation, the Cotton Belt infrastructure is well able to supporting through service to Fort Worth by alternating trips operating at a 30 minute headway within the Cotton Belt. There is minor degradation in most measures of service quality relative to the Initial Service Plan, but no anticipated need to increase scheduled travel times, nor significantly decrease layover times. However, the ability of the TEXRail-owned portion of the alignment to support this increased service frequency has not been assessed, since detailed plans of the TEXRail alignment were not available as simulation inputs. The available TEXRail documents imply that a significant portion of the alignment will be single-tracked, relying on timed meets by trips in opposing directions to support service scheduled at a 30 minute headway. It is unlikely that such a design will be able to support additional periodic 15 minute headways, as would be required to insert Cotton Belt trips to Fort Worth.

Regarding the infrastructure plan which was modelled in these simulations, several observations can be drawn from the experience of dispatch interventions needed to minimize delays. The need to accommodate midday and occasional peak period freight operations is the source of much of the delay and late arrivals seen in all of the scenarios. In each scenario, the lack of a left-handed crossover between Shiloh Road and the Downtown Carrollton Interchange reduces opportunities for westbound trips to cross over to the eastbound trip to avoid delays from freight switching moves. In general, improving the dispatcher’s ability to route revenue trips around conflicts by adding crossovers would be the simplest way to improve service quality. However, determining the most effective location for any additional crossovers and the associated signaling equipment will require more accurate knowledge of the range of potential freight operations than was available as input for these simulations.


6 Appendix A: LTK TrainOps® Simulation Software Description TrainOps is the proprietary LTK operations and electrical network simulation software for all types of rail systems. It supports a wide range of analyses, ranging from conceptual planning exercises to detailed engineering design work. Popular TrainOps applications in the planning and design areas are described below.

Developed and continually enhanced by a team of in-house software engineers, TrainOps is written in the C++ language and targeted for operation on high-performance 64-bit Windows computers. The capabilities of the software reflect the industry-leading expertise of the more than 300 LTK rail professionals specializing in vehicles, traction power, train control, infrastructure and operations.

Each TrainOps release is subject to quality testing by an independent TrainOps Quality Assurance Team. TrainOps testing includes user interface, functional, computational accuracy, processing efficiency, output reporting and many other tests – more than 8,000 in all. In addition, TrainOps’ train performance and electrical network simulation algorithms are regularly validated through successful calibration to existing “real world” rail systems.

Typical TrainOps Applications

Optimizing Rolling Stock Selection and Performance: Many rail systems are interested in determining the optimal trade-off of train weight and power, as well as understanding if rolling stock under consideration can satisfy existing or planned trip times. For locomotive-hauled passenger trains, future capacity growth in the form of longer trains can have adverse performance impacts. TrainOps’ comprehensive rolling stock library and user flexibility in creating and editing new rolling stock models support these analyses.

Optimizing Adhesion and Power/Weight Ratios: Heavy haul freight networks optimize their operating consists by tailoring power/weight ratios to specific alignments. Often done using “rules of thumb”, TrainOps offers a more sophisticated approach. With detailed modeling of adhesion, rail gradient (vertical profile), curvature (horizontal alignment) and distributed train length algorithms, TrainOps can determine if a train has the right power/weight ratio to ascend that ruling grade and to make that advertised trip time.

Maximizing Electrified Rail Network Energy Recovery: Regenerative braking – returning electrical energy to the rail power distribution system or even back to the supplying utility – offers opportunities for electrified rail networks to

recover some energy used. Depending on the density of traffic, the type of vehicle control systems and many other factors, recovery can approach or exceed 20 percent. TrainOps’ capabilities allow systems to optimize

TrainOps features detailed rolling stock libraries (as well as the ability to add customized models), organized into locomotive, multiple unit, freight car and passenger coach categories.

TrainOps’ computation of energy supply and consumption by category is updated dynamically during simulation. The dark red shows energy supplied by the utility and the light red shows energy productively recovered through regenerative braking.


their infrastructure, operations and vehicles to maximize the electrical energy being returned to the system through braking. TrainOps also supports analyses of mixed fleets of regenerative braking-equipped and non-equipped trains. TrainOps’ sophisticated algorithms support the optimization process to reduce the carbon footprint of electrified rail networks and optimize their energy saving and energy recovery characteristics.

Optimizing New Rail Alignments and Layouts: For new systems and system extensions, the planning process can produce many alignment alternatives. TrainOps’ capabilities, including ability to toggle on and off specific alignment combinations within the same database supports analysis of the best trip times and most energy-efficient operation. TrainOps’ rapid modeling capabilities, including the ability to import alignment information from external data sources, allow fast turn-around in simulating all of the alternatives

Developing Integrated Operating Plans: “Mixed-use corridor” is an increasingly common term as rail lines that once handled only freight service grow to accommodate commuter rail and high speed intercity rail services. With support for multiple train types, train consists, train classes and class-specific speed restrictions, TrainOps supports the development and optimization of integrated operating plans. These plans accommodate the disparate requirements of all rail operators on mixed-use corridors. TrainOps’ comprehensive modeling capability captures train interaction on both the mainline (where line capacity is a precious commodity) and at terminals (where “throat” interlocking and station tracks are precious commodities).

Analyzing Existing and Proposed Operating Plans: TrainOps supports the assessment of future operating plans in terms of on-time performance predictions, energy usage, rolling stock requirements, and the ability of the traction power system to support the proposed train level under “normal” and “contingency” operations.

Supporting the Alternatives Analysis and Environmental Impact Statement Process: Alternative Analyses and Environmental Impact Statements need detailed train operations information. TrainOps supports these wide-ranging analytical needs, including outputs that can support:

• Operations and maintenance cost models, • Noise and vibration studies, • Rail-highway at-grade crossing gate down time

predictions for vehicular traffic studies, • Energy usage analyses, • Fossil fuel emissions levels, • “Before” and “after” trip time and throughput

generation for ridership modeling purposes.

Producing Cost-Effective Traction Power Designs: For new and expanding systems, TrainOps supports the detailed analyses needed to generate the most cost-effective designs, while ensuring operability under normal and

Very high speed rail simulation showing maximum authorized speed (red), simulated velocity (green) and trip time (blue).

Peak and RMS currents shown for each substation in the system, along with 100% nameplate ratings, allow visual confirmation that all substations are properly sized for a new or reconfigured network.


contingency (degraded) conditions. Outputs include substation instantaneous, peak, and average power flows, with average statistics available over various user-selected time intervals (for comparison with “nameplate ratings” of the planned traction power system components). Other TrainOps outputs supporting the traction power design process include:

• Substation instantaneous voltage and current, • Substation peak average and peak RMS currents for user-selected time intervals, • Feeder RMS currents, • Running rail voltage rise (“touch potential”) with respect to ground and stray currents.

Evaluating Capacity Benefits of New Train Control Designs: TrainOps’ unique “signal wake” function quantifies minimum supportable headways (signal system capacities) for any alignment, using defined train consists, stopping patterns, dwell times and signal system parameters. This capability can be used to identify capacity “pinch points” and to evaluate the capacity benefits of small-scale changes such as signal relocations, speed changes and signal control line changes. TrainOps can also be used to evaluate trade-offs in complete signal system redesigns, including such architectures as:

• Wayside signals, • Wayside signals with cab signal overlay, • Cab signals • Target-based cab signals with profiling • Wayside signals with Positive Train Control (PTC)

overlay, • Communications-based train control.

For studies where no train control design is available or where the focus is on traction power design, TrainOps supports “line of sight” train operation. This ensures realistic train separation without the need to enter site-specific signal details. TrainOps also includes street running intersection modeling capabilities, appropriate for light rail and streetcar networks. This includes support for probabilistic delays at each intersection, with variation by time of day and direction.

TrainOps supports the analysis of Positive Train Control systems both in terms of stand-alone systems or systems overlaid on conventional signaling systems. The software supports different brake rates for the same train consist and for multiple consists, depending on the type of train control system and type of enforcement. For example, TrainOps can test the benefits of PTC with different enforced brake rates for civil speed restrictions versus stop signal enforcement.

Supporting Negotiation of Electricity Tariffs: For electrical network modeling, TrainOps’ outputs include consumption and peak demand for each supply point (substation connection or rail network transmission system supply point) in the system. This allows analysis, in support of electric tariff negotiations,

TrainOps dynamic (while the simulation runs) display of system-wide power demand (black) with 15-minute running average power demand for utility tariff computations (red).

TrainOps overlay of multiple trains’ voltage experience along a rail line, allowing fast identification of system locations in need of traction power reinforcement.


of coincident demand charges (the collective demand of all substations) versus a non-coincident demand structure. Similarly, it allows analysis of demand versus consumption charge trade-offs, as well as predicting how much energy will be regenerated and returned to the utility (and where). If multiple utilities are supplying the rail network, these TrainOps capabilities can be used to determine how demands are distributed among the supplying utilities.

Solving Traction Power Performance Issues: Traction power systems designed and constructed years ago may warrant upgrading and TrainOps can be used to determine the most cost-effective capital investment plan. TrainOps modeling can determine whether existing substations, OCS/third rail and power cables are adequate or whether some enhancements are required, particularly as service is increased and new vehicles are introduced. A thorough analysis supported by TrainOps will reveal the rail system’s strengths and weaknesses, allowing for an integrated and updated new design.

TrainOps’ outputs include plots of instantaneous train voltages at third rail pickup shoes/pantographs for all trains operating on a given route. This graphic yields an overlaid voltage profile along the alignment and zeros in on traction power weak spots, TrainOps supports rapid investigation of potential solutions to traction power performance issues – adding a substation, adding a tie station/circuit breaker house, changing substation “no load” voltages, upgrading the running rails, third rail/catenary or negative return system, adding a cross-bond or even altering the train schedule (headway or train length).

TrainOps Database Development

TrainOps is developed using modern software technologies and development methods. There is no inherent software limit on the size of the rail network, the complexity of the traction power system (if modeled), the number of trains that can be simulated, or the duration of simulation. In short, it can model any rail network of any size.

TrainOps was specifically developed to enable comprehensive modeling and studies of AC and DC-electrified railroad and transit train operation, as well as operations of fossil fuel-powered trains. The program provides user-friendly inputs (including the ability to “cut and paste” from spreadsheets) for all relevant system and rolling characteristics, including:

• Route alignment data, including track gradients, horizontal alignment and speed restrictions (which can differ by train class),

• Passenger station locations, • Train data, including weight, dimensions, propulsion system characteristics, and braking system

parameters, • System train control data, including wayside signaling, cab signaling and Positive Train Control inputs

(optional) with user-friendly “point and click” control line data entry (optional), • Electrical power supply system data, comprising traction power supply substations and tie

stations/circuit breaker houses (optional),

TrainOps run-time graphics show the status of each interlocking route, including green (route established), red (stacked route – route requested but occupied by another train, purple (route requested but not yet established) and gray (route being released).


• Electrical distribution system, such as overhead catenary, trolley wire system, or third rail system, and substation feeder cables (optional),

• Operations data, such as train consist sizes, train consist manipulations at terminals/yards, operating plan (timetable) inputs, passenger station stopping pattern, train loadings and station dwell times,

• Dispatching data, such as route request points (or dispatcher route establishment goals ahead of each train as a function of train class), routing preferences and route establishment times after a conflicting train has released a route, and

• Variability data, such as dispatch uncertainty (for trains leaving yards or arriving from external locations), schedule margin, schedule holds at stations, interlocking route establishment times (dispatcher attentiveness), street signal (intersection) hold times and probabilities of a red signal, tractive effort and brake application rate (optional).

TrainOps Electrical Network Simulation Algorithms

Unlike most competing products, TrainOps’ dynamic simulation algorithms capture the interaction – during each simulation computational step – of trains and the power system as conditions change along the alignment. Voltage variation at the train third rail shoe or pantograph affects train performance, so when the voltage decreases, the acceleration, velocity and location of the train are altered. Power demand of the train decreases, enabling the traction power system to partially recover from the voltage sag. With this powerful feedback algorithm, TrainOps captures the performance loss caused by low voltages. Similarly, TrainOps can demonstrate the impacts on the traction power system of a line blockage (such as the opening of a movable bridge) and the ability of the system to support multiple “stacked” trains restarting.

Competing products overstate the third rail or catenary voltages and currents, as well as the substation power demands, in simulations with dense train operations or contingency traction power configurations. This means that in comparison with TrainOps, voltages predicted by competing products are lower, and currents and substation power demands are higher, sometimes unrealistically so. The powerful TrainOps dynamic simulation algorithms avoid this issue, ensuring that simulation-based capital investment decisions are the right ones.

TrainOps Operations Simulation Algorithms

TrainOps provides full dynamic routing capability, ranging from selection of alternative tracks at a transit terminal to meet/pass planning on single/multiple track railroad to full network optimization where there may be completely different routes to travel from one city to another. This dynamic routing capability is fully user-configurable on a site-specific location, with the ability to specify different “decision strengths” at each interlocking where a routing choice is available. For large rail networks where individual interlockings are controlled by different railroads’ dispatchers, preferences can be specified on how specific train classes (which may represent the trains of one railroad versus another) are expedited.

Competing simulation products sometimes use internal iteration to produce the best dispatch solution. This can produce overly-optimistic results versus “real world” operations, as actual dispatchers do not have the opportunity to try to multiple strategies and then select the specific dispatching moves that work best. TrainOps’ dispatch algorithms work as the simulation runs, providing transparency in how the rail network is being dispatched.


TrainOps Modeling Flexibility

Mainline railroad, very high speed rail, monorail, Automated Guideway Transit (“people movers”), streetcars, light rail and heavy rail traction power systems, as well as electric trolley bus systems, can be simulated. TrainOps supports completely flexible rail network/traction power system modeling with all system components represented individually in the model. A typical simulation may include the following variations in rail network infrastructure and operational attributes:

• Changes in gradients, curvature and speed restrictions (including different speeds for different train classes) as function of individual track or route,

• Substations of different input voltages, output voltages, and power ratings, • Changes in third rail sections, overhead catenary, or trolley wire along the alignment, • Detailed representation of the positive circuit with jumpers between tracks and conductor section

breaks, • Changes in running rail characteristics, • Detailed representation of the negative return circuits with cross-connections between rails. TrainOps

includes series resistances due to impedance bonds and shunt resistances between the running rails and ground, supporting output of running rail-to-ground voltages and stray currents returning to system substations,

• AC feeders and return circuits, positive and negative DC feeders of different cable types, resistances, and lengths,

• Different vehicles and train make-ups (as multiple units or locomotive-hauled trains), including homogeneous and heterogeneous consists,

• Different passenger station stopping patterns for each train trip, such as express, local and skip-stop train service,

• Different passenger station dwell times for each station and train, • A different loading pattern for each train as it travels along the alignment making possible, for example,

simulation of fully loaded trains in downtown areas and partially loaded trains in suburbs, • Static loads representing stationary trains in storage yards, • Outages of substations, feeder breakers, and feeders, • User-selectable time step, ranging from coarse computations for rapid-response planning studies to fine

computations for sophisticated engineering analyses


7 Appendix B: Double Track Analysis

Figure 7-1: Feasible Locations for Single Track Corridor


8 Appendix C: TRE Signal Aspects, From TRE Employee Timetable


9 Appendix D: Schedule for Cotton Belt Initial Operations TEXRail trains shown in Red, based on Appendix A-1 of the TEXRail Commuter Rail Operations & Maintenance Plan (September 2015 New Starts Update)

Westbound Cotton Belt (Eastbound TEXRail) 801 803 101 202 103 204 105 206 107 208 109 210 111 212 113 907 214 115 216 117 218 119 220 222 825 224 226 228 121 230 123 232 125 234 127 236 129 238 131 933 240 937 242 133 939 941

Shiloh Rd 6:06 6:36 7:06 7:36 8:06 8:36 9:06 9:36 10:36 11:36 12:36 13:36 14:36 15:06 15:36 16:06 16:36 17:06 17:36 18:06 18:36 19:06 19:36 20:06 20:36 21:36 12th St 6:10 6:40 7:10 7:40 8:10 8:40 9:10 9:40 10:40 11:40 12:40 13:40 14:40 15:10 15:40 16:10 16:40 17:10 17:40 18:10 18:40 19:10 19:40 20:10 20:40 21:40

Cityline/Bush 6:14 6:44 7:14 7:44 8:14 8:44 9:14 9:44 10:44 11:44 12:44 13:44 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:14 20:44 21:44 UT-Dallas 6:20 6:50 7:20 7:50 8:20 8:50 9:20 9:50 10:50 11:50 12:50 13:50 14:50 15:20 15:50 16:20 16:50 17:20 17:50 18:20 18:50 19:20 19:50 20:20 20:50 21:50

Coit 6:23 6:53 7:23 7:53 8:23 8:53 9:23 9:53 10:53 11:53 12:53 13:53 14:53 15:23 15:53 16:23 16:53 17:23 17:53 18:23 18:53 19:23 19:53 20:23 20:53 21:53 Preston Rd 6:27 6:57 7:27 7:57 8:27 8:57 9:27 9:57 10:57 11:57 12:57 13:57 14:57 15:27 15:57 16:27 16:57 17:27 17:57 18:27 18:57 19:27 19:57 20:27 20:57 21:57 Knoll Trail 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00 11:00 12:00 13:00 14:00 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 22:00

Addison Transit Center 6:32 7:02 7:32 8:02 8:32 9:02 9:32 10:02 11:02 12:02 13:02 14:02 15:02 15:32 16:02 16:32 17:02 17:32 18:02 18:32 19:02 19:32 20:02 20:32 21:02 22:02 Downtown Carrollton 6:41 7:11 7:41 8:11 8:41 9:11 9:41 10:11 11:11 12:11 13:11 14:11 15:11 15:41 16:11 16:41 17:11 17:41 18:11 18:41 19:11 19:41 20:11 20:41 21:11 22:11

To EMF 9:42 19:12 20:12 21:12 22:12 From EMF 5:41 6:11 14:41

Cypress Waters 5:46 6:16 6:48 7:18 7:48 8:18 8:48 9:18 10:18 11:18 12:18 13:18 14:18 14:46 15:18 15:48 16:18 16:48 17:18 17:48 18:18 18:48 19:48 20:48 Grapevine 6:43 7:17 7:47 8:17 8:47 9:15 10:13 11:14 12:14 13:14 16:47 17:17 17:47 18:17 18:47 19:15 21:14 DFW North 5:57 6:27 6:47 6:59 7:21 7:29 7:51 7:59 8:21 8:29 8:51 8:59 9:19 9:29 10:16 10:29 11:17 11:29 12:17 12:29 13:17 13:29 14:29 14:57 15:29 15:59 16:29 16:51 16:59 17:21 17:29 17:51 17:59 18:21 18:29 18:51 18:59 19:19 19:59 20:59 21:17

DFW Terminal B 6:04 6:34 6:51 7:06 7:25 7:36 7:55 8:06 8:25 8:36 8:55 9:06 9:23 9:36 10:20 10:36 11:21 11:36 12:21 12:36 13:21 13:36 14:36 15:04 15:36 16:06 16:36 16:55 17:06 17:25 17:36 17:55 18:06 18:25 18:36 18:55 19:06 19:23 20:06 21:06 21:21 Train Consist

B D A C E B D A C E B A E B C A E D B C A E D B C A E D C A C E B D A C E B D A E B A E D B C A E D B C A E D C E

Eastbound Cotton Belt (Westbound TEXRail) 802 804 806 102 201 104 203 106 205 108 207 110 209 112 211 910 213 114 215 116 217 219 118 221 120 828 223 225 227 122 229 124 231 126 233 128 235 130 237 132 237 239 241 134 942

DFW Terminal B 6:05 6:20 6:35 6:50 7:01 7:20 7:31 7:50 8:01 8:20 8:31 8:50 9:22 9:50 10:01 10:50 11:31 11:50 12:50 13:01 13:50 14:31 14:50 15:20 15:50 16:01 16:20 16:31 16:50 17:01 17:20 17:31 17:50 18:01 18:20 18:31 18:50 19:20 20:20 20:31 21:20 DFW North 6:10 6:27 6:39 6:57 7:05 7:27 7:35 7:57 8:05 8:27 8:35 8:57 9:29 9:57 10:05 10:57 10:35 11:57 12:57 11:35 13:57 12:35 14:57 15:27 15:57 16:05 16:27 16:35 16:57 17:05 17:27 17:35 17:57 18:05 18:27 18:35 18:57 19:27 20:27 20:35 21:27 Grapevine 6:13 6:42 7:09 7:39 8:09 8:39 10:09 10:39 11:39 12:39 16:09 16:39 17:09 17:39 18:09 18:39 20:39

Cypress Waters 6:37 7:07 7:37 8:07 8:37 9:07 9:39 10:07 11:07 12:07 13:07 14:07 15:07 15:37 16:07 16:37 17:07 17:37 18:07 18:37 19:07 19:37 20:37 21:37 To EMF 9:44 21:42

From EMF 5:13 5:43 6:13 14:43 Downtown Carrollton 5:14 5:44 6:14 6:44 7:14 7:44 8:14 8:44 9:14 10:14 11:14 12:14 13:14 14:14 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:44

Addison Transit Center 5:22 5:52 6:22 6:52 7:22 7:52 8:22 8:52 9:22 10:22 11:22 12:22 13:22 14:22 14:52 15:22 15:52 16:22 16:52 17:22 17:52 18:22 18:52 19:22 19:52 20:52 Knoll Trail 5:25 5:55 6:25 6:55 7:25 7:55 8:25 8:55 9:25 10:25 11:25 12:25 13:25 14:25 14:55 15:25 15:55 16:25 16:55 17:25 17:55 18:25 18:55 19:25 19:55 20:55 Preston Rd 5:27 5:57 6:27 6:57 7:27 7:57 8:27 8:57 9:27 10:27 11:27 12:27 13:27 14:27 14:57 15:27 15:57 16:27 16:57 17:27 17:57 18:27 18:57 19:27 19:57 20:57

Coit 5:31 6:01 6:31 7:01 7:31 8:01 8:31 9:01 9:31 10:31 11:31 12:31 13:31 14:31 15:01 15:31 16:01 16:31 17:01 17:31 18:01 18:31 19:01 19:31 20:01 21:01 UT-Dallas 5:34 6:04 6:34 7:04 7:34 8:04 8:34 9:04 9:34 10:34 11:34 12:34 13:34 14:34 15:04 15:34 16:04 16:34 17:04 17:34 18:04 18:34 19:04 19:34 20:04 21:04

Cityline/Bush 5:40 6:10 6:40 7:10 7:40 8:10 8:40 9:10 9:40 10:40 11:40 12:40 13:40 14:40 15:10 15:40 16:10 16:40 17:10 17:40 18:10 18:40 19:10 19:40 20:10 21:10 12th St 5:44 6:14 6:44 7:14 7:44 8:14 8:44 9:14 9:44 10:44 11:44 12:44 13:44 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:14 21:14

Shiloh Rd 5:49 6:19 6:49 7:19 7:49 8:19 8:49 9:19 9:49 10:49 11:49 12:49 13:49 14:49 15:19 15:49 16:19 16:49 17:19 17:49 18:19 18:49 19:19 19:49 20:19 21:19 Consist Turns Count A 802 202 205 212 213 218 219 224 227 234 237 942 10 B 801 201 208 211 216 217 222 223 230 233 933 9 C 804 204 207 907 825 225 232 235 240 241 941 7 D 803 203 210 910 828 228 231 238 239 939 6 E 806 206 209 214 215 220 221 226 229 236 237 242 942 11 Total Full Length Runs 43


10 Appendix E: Schedule for 20 minute Cotton Belt Headways TEXRail trains shown in Red, based on Appendix A-1 of the TEXRail Commuter Rail Operations & Maintenance Plan (September 2015 New Starts Update). This schedule relies on zero-margin operations between DFW North and DFW Terminal B, as well as unrealistically short turn times at DFW Terminal B given current track configuration. Continued on the next page.

Westbound Cotton Belt (Eastbound TEXRail) 801 803 202 101 204 206 103 208 105 210 212 107 214 109 216 111 218 909 911 113 220 915 115 222 117 224 119 226 228 831 230 232

Shiloh Rd 5:40 6:00 6:20 6:40 7:00 7:20 7:40 8:00 8:20 8:40 9:00 9:20 9:40 10:20 11:20 12:20 13:20 14:20 14:40 12th St 5:44 6:04 6:24 6:44 7:04 7:24 7:44 8:04 8:24 8:44 9:04 9:24 9:44 10:24 11:24 12:24 13:24 14:24 14:44

Cityline/Bush 5:48 6:08 6:28 6:48 7:08 7:28 7:48 8:08 8:28 8:48 9:08 9:28 9:48 10:28 11:28 12:28 13:28 14:28 14:48 UT-Dallas 5:54 6:14 6:34 6:54 7:14 7:34 7:54 8:14 8:34 8:54 9:14 9:34 9:54 10:34 11:34 12:34 13:34 14:34 14:54

Coit 5:57 6:17 6:37 6:57 7:17 7:37 7:57 8:17 8:37 8:57 9:17 9:37 9:57 10:37 11:37 12:37 13:37 14:37 14:57 Preston Rd 6:01 6:21 6:41 7:01 7:21 7:41 8:01 8:21 8:41 9:01 9:21 9:41 10:01 10:41 11:41 12:41 13:41 14:41 15:01 Knoll Trail 6:04 6:24 6:44 7:04 7:24 7:44 8:04 8:24 8:44 9:04 9:24 9:44 10:04 10:44 11:44 12:44 13:44 14:44 15:04

Addison Transit Center 6:06 6:26 6:46 7:06 7:26 7:46 8:06 8:26 8:46 9:06 9:26 9:46 10:06 10:46 11:46 12:46 13:46 14:46 15:06 Downtown Carrollton 6:15 6:35 6:55 7:15 7:35 7:55 8:15 8:35 8:55 9:15 9:35 9:55 10:15 10:55 11:55 12:55 13:55 14:55 15:15

To EMF 9:22 9:42 10:22 From EMF 5:37 5:57 14:37

Cypress Waters 5:42 6:02 6:22 6:42 7:02 7:22 7:42 8:02 8:22 8:42 9:02 10:02 11:02 12:02 13:02 14:02 14:42 15:02 15:22 Grapevine 6:43 7:17 7:47 8:17 8:47 9:15 10:13 11:14 12:14 13:14 DFW North 5:53 6:13 6:33 6:47 6:53 7:13 7:21 7:33 7:51 7:53 8:13 8:21 8:33 8:51 8:53 9:19 9:13 10:16 10:13 11:17 11:13 12:17 12:13 13:17 13:13 14:13 14:53 15:13 15:33

DFW Terminal B 6:00 6:20 6:40 6:51 7:00 7:20 7:25 7:40 7:55 8:00 8:20 8:25 8:40 8:55 9:00 9:23 9:20 10:20 10:20 11:21 11:20 12:21 12:20 13:21 13:20 14:20 15:00 15:20 15:40

Train Consist A B C

D E

F

G A

B

C

D E F

G A

B

D

G B E D C C D E F G

A B

C

D E

F

G A

B C D

G

B D

C G A F

Eastbound Cotton Belt (Westbound TEXRail) 802 804 806 808 810 102 201 203 104 205 106 207 209 108 211 110 213 215 112 217 916 219 114 221 116 223 225 118 832 227 836 838

DFW Terminal B 6:05 6:06 6:26 6:35 6:46 7:01 7:06 7:26 7:31 7:46 8:01 8:06 8:26 8:31 8:46 9:06 9:46 10:01 10:46 11:31 11:46 12:46 13:01 13:46 DFW North 6:10 6:13 6:33 6:39 6:53 7:05 7:13 7:33 7:35 7:53 8:05 8:13 8:33 8:35 8:53 9:13 9:53 10:05 10:53 10:35 11:53 12:53 11:35 13:53 Grapevine 6:13 6:42 7:09 7:39 8:09 8:39 10:09 10:39 11:39

Cypress Waters 6:23 6:43 7:03 7:23 7:43 8:03 8:23 8:43 9:03 9:23 10:03 11:03 12:03 13:03 14:03 To EMF 9:28

From EMF 4:50 5:10 5:30 5:50 6:10 13:50 14:30 14:50 Downtown Carrollton 4:51 5:11 5:31 5:51 6:11 6:31 6:51 7:11 7:31 7:51 8:11 8:31 8:51 9:11 10:11 11:11 12:11 13:11 13:51 14:11 14:31 14:51

Addison Transit Center 4:59 5:19 5:39 5:59 6:19 6:39 6:59 7:19 7:39 7:59 8:19 8:39 8:59 9:19 10:19 11:19 12:19 13:19 13:59 14:19 14:39 14:59 Knoll Trail 5:02 5:22 5:42 6:02 6:22 6:42 7:02 7:22 7:42 8:02 8:22 8:42 9:02 9:22 10:22 11:22 12:22 13:22 14:02 14:22 14:42 15:02 Preston Rd 5:04 5:24 5:44 6:04 6:24 6:44 7:04 7:24 7:44 8:04 8:24 8:44 9:04 9:24 10:24 11:24 12:24 13:24 14:04 14:24 14:44 15:04

Coit 5:08 5:28 5:48 6:08 6:28 6:48 7:08 7:28 7:48 8:08 8:28 8:48 9:08 9:28 10:28 11:28 12:28 13:28 14:08 14:28 14:48 15:08 UT_Dallas 5:11 5:31 5:51 6:11 6:31 6:51 7:11 7:31 7:51 8:11 8:31 8:51 9:11 9:31 10:31 11:31 12:31 13:31 14:11 14:31 14:51 15:11

Cityline/Bush 5:17 5:37 5:57 6:17 6:37 6:57 7:17 7:37 7:57 8:17 8:37 8:57 9:17 9:37 10:37 11:37 12:37 13:37 14:17 14:37 14:57 15:17 12th St 5:21 5:41 6:01 6:21 6:41 7:01 7:21 7:41 8:01 8:21 8:41 9:01 9:21 9:41 10:41 11:41 12:41 13:41 14:21 14:41 15:01 15:21

Shiloh Rd 5:26 5:46 6:06 6:26 6:46 7:06 7:26 7:46 8:06 8:26 8:46 9:06 9:26 9:46 10:46 11:46 12:46 13:46 14:26 14:46 15:06 15:26


Westbound Cotton Belt (Eastbound TEXRail) 234 236 238 121 240 242 123 244 125 246 248 127 250 129 252 131 254 945 947 256 951 133 258 955 957

Shiloh Rd 15:00 15:20 15:40 16:00 16:20 16:40 17:00 17:20 17:40 18:00 18:20 18:40 19:00 19:20 19:40 20:20 21:20 22:20 12th St 15:04 15:24 15:44 16:04 16:24 16:44 17:04 17:24 17:44 18:04 18:24 18:44 19:04 19:24 19:44 20:24 21:24 22:24

Cityline/Bush 15:08 15:28 15:48 16:08 16:28 16:48 17:08 17:28 17:48 18:08 18:28 18:48 19:08 19:28 19:48 20:28 21:28 22:28 UT-Dallas 15:14 15:34 15:54 16:14 16:34 16:54 17:14 17:34 17:54 18:14 18:34 18:54 19:14 19:34 19:54 20:34 21:34 22:34

Coit 15:17 15:37 15:57 16:17 16:37 16:57 17:17 17:37 17:57 18:17 18:37 18:57 19:17 19:37 19:57 20:37 21:37 22:37 Preston Rd 15:21 15:41 16:01 16:21 16:41 17:01 17:21 17:41 18:01 18:21 18:41 19:01 19:21 19:41 20:01 20:41 21:41 22:41 Knoll Trail 15:24 15:44 16:04 16:24 16:44 17:04 17:24 17:44 18:04 18:24 18:44 19:04 19:24 19:44 20:04 20:44 21:44 22:44

Addison Transit Center 15:26 15:46 16:06 16:26 16:46 17:06 17:26 17:46 18:06 18:26 18:46 19:06 19:26 19:46 20:06 20:46 21:46 22:46 Downtown Carrollton 15:35 15:55 16:15 16:35 16:55 17:15 17:35 17:55 18:15 18:35 18:55 19:15 19:35 19:55 20:15 20:55 21:55 22:55

To EMF 19:22 19:42 20:22 22:02 23:02 From EMF

Cypress Waters 15:42 16:02 16:22 16:42 17:02 17:22 17:42 18:02 18:22 18:42 19:02 20:02 21:02 Grapevine 16:47 17:17 17:47 18:17 18:47 19:15 21:14 DFW North 15:53 16:13 16:33 16:51 16:53 17:13 17:21 17:33 17:51 17:53 18:13 18:21 18:33 18:51 18:53 19:19 19:13 20:13 21:17 21:13

DFW Terminal B 16:00 16:20 16:40 16:55 17:00 17:20 17:25 17:40 17:55 18:00 18:20 18:25 18:40 18:55 19:00 19:23 19:20 20:20 21:21 21:20

Train Consist G A F

B E

D

C G

A

F

B E D C G

A B C

B E D C

G A

F

B E

D

C G

A F B

C A

Eastbound Cotton Belt (Westbound TEXRail) 120 229 231 233 235 122 237 239 124 241 126 243 245 128 247 130 249 251 132 253 952 255 134 257 958

DFW Terminal B 14:31 14:46 15:06 15:26 15:46 16:01 16:06 16:26 16:31 16:46 17:01 17:06 17:26 17:31 17:46 18:01 18:06 18:26 18:31 18:46 19:06 19:46 20:31 20:46 21:46 DFW North 12:35 14:53 15:13 15:33 15:53 16:05 16:13 16:33 16:35 16:53 17:05 17:13 17:33 17:35 17:53 18:05 18:13 18:33 18:35 18:53 19:13 19:53 20:35 20:53 21:53 Grapevine 12:39 16:09 16:39 17:09 17:39 18:09 18:39 20:39

Cypress Waters 15:03 15:23 15:43 16:03 16:23 16:43 17:03 17:23 17:43 18:03 18:23 18:43 19:03 19:23 20:03 21:03 22:03 To EMF 19:23 22:03

From EMF Downtown Carrollton 15:11 15:31 15:51 16:11 16:31 16:51 17:11 17:31 17:51 18:11 18:31 18:51 19:11 20:11 21:11

Addison Transit Center 15:19 15:39 15:59 16:19 16:39 16:59 17:19 17:39 17:59 18:19 18:39 18:59 19:19 20:19 21:19 Knoll Trail 15:22 15:42 16:02 16:22 16:42 17:02 17:22 17:42 18:02 18:22 18:42 19:02 19:22 20:22 21:22 Preston Rd 15:24 15:44 16:04 16:24 16:44 17:04 17:24 17:44 18:04 18:24 18:44 19:04 19:24 20:24 21:24

Coit 15:28 15:48 16:08 16:28 16:48 17:08 17:28 17:48 18:08 18:28 18:48 19:08 19:28 20:28 21:28 UT_Dallas 15:31 15:51 16:11 16:31 16:51 17:11 17:31 17:51 18:11 18:31 18:51 19:11 19:31 20:31 21:31

Cityline/Bush 15:37 15:57 16:17 16:37 16:57 17:17 17:37 17:57 18:17 18:37 18:57 19:17 19:37 20:37 21:37 12th St 15:41 16:01 16:21 16:41 17:01 17:21 17:41 18:01 18:21 18:41 19:01 19:21 19:41 20:41 21:41

Shiloh Rd 15:46 16:06 16:26 16:46 17:06 17:26 17:46 18:06 18:26 18:46 19:06 19:26 19:46 20:46 21:46

Consist Turns Count

A 801 201 212 215 915 836 236 239 250 253 258 958

8

B 803 203 214 217 222 223 228 229 240 243 254 255 955 11

C 802 202 205 216 916 832 232 235 246 249 256 257 957 9

D 804 204 207 218 219 224 225 230 233 244 247 947

10

E 806 206 209 909 831 231 242 245 945

5

F 808 208 211 911 838 238 241 252 952

5

G 810 210 213 220 221 226 227 234 237 248 251 951 10

Total full-length runs 58


11 Appendix F: Schedule for Cotton Belt with through-service to Fort Worth TEXRail trains shown in Red, based on Appendix A-1 of the TEXRail Commuter Rail Operations & Maintenance Plan (September 2015 New Starts Update). This schedule requires sufficient double-tracking of the TEXRail corridor to sustain bi-directional headways shorter than 30 minutes. (Not currently designed.)

Westbound Cotton Belt (Eastbound TEXRail)

803 801 807 811 101 202 103 304 105 206 107 308 109 210 111 312 113 907 214 115 316 117 218 119 320 222 825 831 324 226 328 121 230 123 332 125 234 127 336 129 238 131 933 340 937 242 133 941 943 Shiloh Rd 6:06 6:36 7:06 7:36 8:06 8:36 9:06 9:36 10:36 11:36 12:36 13:36 14:36 15:06 15:36 16:06 16:36 17:06 17:36 18:06 18:36 19:06 19:36 20:06 20:36 21:36

12th St 6:10 6:40 7:10 7:40 8:10 8:40 9:10 9:40 10:40 11:40 12:40 13:40 14:40 15:10 15:40 16:10 16:40 17:10 17:40 18:10 18:40 19:10 19:40 20:10 20:40 21:40 Cityline/Bush 6:14 6:44 7:14 7:44 8:14 8:44 9:14 9:44 10:44 11:44 12:44 13:44 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:14 20:44 21:44

UT-Dallas 6:20 6:50 7:20 7:50 8:20 8:50 9:20 9:50 10:50 11:50 12:50 13:50 14:50 15:20 15:50 16:20 16:50 17:20 17:50 18:20 18:50 19:20 19:50 20:20 20:50 21:50 Coit 6:23 6:53 7:23 7:53 8:23 8:53 9:23 9:53 10:53 11:53 12:53 13:53 14:53 15:23 15:53 16:23 16:53 17:23 17:53 18:23 18:53 19:23 19:53 20:23 20:53 21:53

Preston Rd 6:27 6:57 7:27 7:57 8:27 8:57 9:27 9:57 10:57 11:57 12:57 13:57 14:57 15:27 15:57 16:27 16:57 17:27 17:57 18:27 18:57 19:27 19:57 20:27 20:57 21:57 Knoll Trail 6:30 7:00 7:30 8:00 8:30 9:00 9:30 10:00 11:00 12:00 13:00 14:00 15:00 15:30 16:00 16:30 17:00 17:30 18:00 18:30 19:00 19:30 20:00 20:30 21:00 22:00

Addison Transit Center 6:32 7:02 7:32 8:02 8:32 9:02 9:32 10:02 11:02 12:02 13:02 14:02 15:02 15:32 16:02 16:32 17:02 17:32 18:02 18:32 19:02 19:32 20:02 20:32 21:02 22:02 Downtown Carrollton 6:41 7:11 7:41 8:11 8:41 9:11 9:41 10:11 11:11 12:11 13:11 14:11 15:11 15:41 16:11 16:41 17:11 17:41 18:11 18:41 19:11 19:41 20:11 20:41 21:11 22:11

To EMF 9:42 19:12 20:12 21:12 22:12 From EMF 4:53 5:41 5:53 6:53 14:41 14:53

Cypress Waters 5:04 5:46 6:04 7:04 6:48 7:18 7:48 8:18 8:48 9:18 10:18 11:18 12:18 13:18 14:18 14:46 15:04 15:18 15:48 16:18 16:48 17:18 17:48 18:18 18:48 19:48 20:48 Grapevine 5:16 6:16 7:16 6:43 7:17 7:30 7:47 8:17 8:30 8:47 9:15 9:30 10:13 11:14 11:30 12:14 13:14 13:30 15:16 15:30 16:30 16:47 17:17 17:30 17:47 18:17 18:30 18:47 19:15 20:00 21:14 DFW North 5:57 6:47 6:59 7:21 7:51 7:59 8:21 8:51 8:59 9:19 10:16 10:29 11:17 12:17 12:29 13:17 14:29 14:57 15:59 16:51 16:59 17:21 17:51 17:59 18:21 18:51 18:59 19:19 20:59 21:17

DFW Terminal B 6:04 6:51 7:06 7:25 7:55 8:06 8:25 8:55 9:06 9:23 10:20 10:36 11:21 12:21 12:36 13:21 14:36 15:04 16:06 16:55 17:06 17:25 17:55 18:06 18:25 18:55 19:06 19:23 21:06 21:21 Fort Worth T&P 5:58 6:58 7:58 8:12 9:12 10:12 12:12 14:12 15:58 16:12 17:12 18:12 19:12 20:42

Train Consist A B C D E F G B A E C G D F G E B A F D C E B G D A E F G C A B E F G B A E C G D A F G B E F D C E B G D A E F G C A B D C F

Eastbound Cotton Belt (Westbound TEXRail) 802 804 806 102 201 104 303 106 205 108 307 110 209 112 311 910 313 114 215 908 116 317 219 118 321 120 828 223 225 327 122 229 124 331 126 233 128 335 130 237 132 339 241 343 134 936 942 940

Fort Worth T&P 6:13 7:13 8:13 9:13 10:13 11:13 13:13 15:13 16:13 17:13 18:13 19:13 20:13 21:13 DFW Terminal B 6:05 6:20 6:35 7:01 7:20 7:31 8:01 8:20 8:31 9:22 10:01 10:50 11:31 12:50 13:01 14:31 14:50 15:20 16:01 16:20 16:31 17:01 17:20 17:31 18:01 18:20 18:31 19:20 20:31 21:20

DFW North 6:10 6:27 6:39 7:05 7:27 7:35 8:05 8:27 8:35 9:29 10:05 10:57 10:35 12:57 11:35 12:35 14:57 15:27 16:05 16:27 16:35 17:05 17:27 17:35 18:05 18:27 18:35 19:27 20:35 21:27 Grapevine 6:13 6:42 6:55 7:09 7:39 7:55 8:09 8:39 8:55 9:55 10:09 10:55 10:39 11:55 11:39 13:55 12:39 15:55 16:09 16:39 16:55 17:09 17:39 17:55 18:09 18:39 18:55 19:55 20:39 20:55 21:55

Cypress Waters 6:37 7:07 7:37 8:07 8:37 9:07 9:39 10:07 11:07 11:07 12:07 13:07 14:07 15:07 15:37 16:07 16:37 17:07 17:37 18:07 18:37 19:07 19:37 20:07 21:07 21:37 21:55 To EMF 9:44 11:12 21:12 21:42 22:00

From EMF 5:13 5:43 6:13 14:43 Downtown Carrollton 5:14 5:44 6:14 6:44 7:14 7:44 8:14 8:44 9:14 10:14 11:14 12:14 13:14 14:14 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:14

Addison Transit Center 5:22 5:52 6:22 6:52 7:22 7:52 8:22 8:52 9:22 10:22 11:22 12:22 13:22 14:22 14:52 15:22 15:52 16:22 16:52 17:22 17:52 18:22 18:52 19:22 19:52 20:22 Knoll Trail 5:25 5:55 6:25 6:55 7:25 7:55 8:25 8:55 9:25 10:25 11:25 12:25 13:25 14:25 14:55 15:25 15:55 16:25 16:55 17:25 17:55 18:25 18:55 19:25 19:55 20:25 Preston Rd 5:27 5:57 6:27 6:57 7:27 7:57 8:27 8:57 9:27 10:27 11:27 12:27 13:27 14:27 14:57 15:27 15:57 16:27 16:57 17:27 17:57 18:27 18:57 19:27 19:57 20:27

Coit 5:31 6:01 6:31 7:01 7:31 8:01 8:31 9:01 9:31 10:31 11:31 12:31 13:31 14:31 15:01 15:31 16:01 16:31 17:01 17:31 18:01 18:31 19:01 19:31 20:01 20:31 UT_Dallas 5:34 6:04 6:34 7:04 7:34 8:04 8:34 9:04 9:34 10:34 11:34 12:34 13:34 14:34 15:04 15:34 16:04 16:34 17:04 17:34 18:04 18:34 19:04 19:34 20:04 20:34

Cityline/Bush 5:40 6:10 6:40 7:10 7:40 8:10 8:40 9:10 9:40 10:40 11:40 12:40 13:40 14:40 15:10 15:40 16:10 16:40 17:10 17:40 18:10 18:40 19:10 19:40 20:10 20:40 12th St 5:44 6:14 6:44 7:14 7:44 8:14 8:44 9:14 9:44 10:44 11:44 12:44 13:44 14:44 15:14 15:44 16:14 16:44 17:14 17:44 18:14 18:44 19:14 19:44 20:14 20:44

Shiloh Rd 5:49 6:19 6:49 7:19 7:49 8:19 8:49 9:19 9:49 10:49 11:49 12:49 13:49 14:49 15:19 15:49 16:19 16:49 17:19 17:49 18:19 18:49 19:19 19:49 20:19 20:49

Consist Turns Count A 803 303 210 910 831 331 238 239 939 5 B 801 201 308 908 825 225 332 341 941 5 C 807 307 907 828 328 337 242 942 4 D 811 311 316 321 226 229 336 936 6 E 802 202 205 312 317 222 223 230 233 933 8 Total Full

Length Runs

F 804 304 313 218 219 324 335 340 940 7 G 806 206 209 214 215 320 327 234 237 937 8 43


12 Appendix G: Scenario 1, String Charts by Trip Class



Figure 12-2 Scenario 1Day 1 2PM-12AM String Charts, Color Coded by Trip Class


Figure 12-3 Scenario 1Day 2 4AM-12AM String Charts, Color Coded by Trip Class


Figure 12-4 Scenario 1 Day 2 2PM-12AM String Charts, Color Coded by Trip Class


13 Appendix H: Scenario 1, String Charts by Track

Figure 13-1 Scenario 1 Day 4AM-2PM String Charts, Color Coded by Track Travelled


Figure 13-2 Scenario 1 Day 1 2PM-12AM String Charts, Color Coded by Track Travelled


14 Appendix I: Scenario 2, String Charts by Trip Class



15 Appendix J: Scenario 2, String Charts by Track



16 Appendix K: Scenario 3, String Charts by Trip Class



17 Appendix L: Scenario 3, String Charts by Track


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