Commuter Rail AC Electrification Load-Flow Simulation Report - RTD

Commuter Rail AC Electrification Load-Flow Simulation Report Revision 1
A corridor speed limit profile was developed in two stages. First, local speed restrictions were
calculated for horizontal and vertical curves, following the RTD Commuter Rail Design Criteria,
Section 4, Track Geometry and Trackwork, dated April, 2007, for “Commuter Rail Only.”
Second, a corridor speed limit profile was developed that was less than or equal to the local
restrictions, but smoothed speed limit transitions to remove unwarranted accelerations and
decelerations that would waste traction energy and add to passenger discomfort without
significantly reducing overall travel times.
RTD Planning & Development Department memo, "Gold Line and East Corridor Operations
Plans," dated September 4, 2008, defined an operating plan and schedule for 2030 service
levels. Gold Line was assumed to need one size of trainset, cycling between DUS and Ward
Rd with headway varying to meet projected service demand. FRSC assumed that the same
service schedule would be used in 2015.
In August 2008, RTD provided hourly peak passenger demand from a Denver region patronage
forecast model. RTD is planning to adopt the light rail passenger load standards, as defined in
the RTD Planning & Development Department memo, “Light Rail System Load Standards,”
dated April 10, 2008, for the FasTracks Commuter Rail operations. The peak demand was
combined with passenger loading standards to determine that Gold Line requires two-car trains
in 2015 and 2030.
North Metro
The basic vertical and horizontal alignments were provided by the North Metro Corridor
Managers on November 19, 2007. Plan and profiles were supplied as engineering drawings,
developed and maintained by URS Corporation, the corridor civil design lead contractor. These
drawings were electronically digitized to capture horizontal curves and vertical elevations by
stationing along the track. This alignment correctly followed the Union Pacific Rail Road
alignment from 72nd Avenue to 162nd Avenue.
The North Metro Corridor Managers and URS Corporation updated the alignment data on May
23, 2008 to change the alignment between DUS and 72nd Avenue. The new data followed the
Burlington Northern Santa Fe alignment from DUS to the intersection of Brighton Blvd and York
St at the northeast corner of the Riverside Cemetery, and then followed the URS “B3” alignment
from here to 72nd Avenue. As before, the alignment was provided as engineering drawings
which were electronically digitized to capture horizontal curves and vertical elevations.
A corridor speed limit profile was developed in two stages. First, local speed restrictions were
calculated for horizontal and vertical curves, following the RTD Commuter Rail Design Criteria,
Section 4, Track Geometry and Trackwork, dated April, 2007, for “Commuter Rail Only.”
Second, a corridor speed limit profile was developed that was less than or equal to the local
restrictions, but smoothed speed limit transitions to remove unwarranted accelerations and
decelerations that would waste traction energy and add to passenger discomfort without
significantly reducing overall travel times. The maximum corridor speed limit was limited to 70
mph in deference to corridor stack holder concerns over wayside noise and general corridor
safety.
RTD Planning & Development Department memo, "North Metro Corridor 2008 APE Service
Plans – 2015 & 2030," dated May 20, 2008, defined an operating plan and schedule. North
Metro trains were assumed to cycle between DUS and 162nd Ave with train size and headway
varying to meet projected service demand.
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