THE SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY S CENTRAL CONTROL & COMMUNICATIONS (C3) PROGRAM

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1 THE SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY S CENTRAL CONTROL & COMMUNICATIONS (C3) PROGRAM SFMTA s current Central Control Center is severely outdated and under staffed. The lack of proper functional space, adequate resources for managing the center, deficient redundant power and systems capability, poor radio and video communications, and up-to-date equipment technology are all issues of great concern to the agency. A new Central Control Center, with modernized systems and communications, is essential for the SFMTA to deliver the level of transportation services to which the City of San Francisco has committed. Moving forward with this keystone project, in partnership with our funding agencies, is a clear priority for the MTA. The current Central Control Center is the nerve center of MUNI operations, operating 24 hours a day, seven days a week for 365 days a year. The center s fleet movements are globally monitored and controlled from the center, and all radio traffic from revenue fleet operators is received, processed and answered at the center. Emergencies and other service-affecting incidents are monitored and managed from the center. Clearances for maintenance and construction access into the transit right-of-way, within the subway and on the street, are managed by central control staff. All activities on the right-of-way during revenue and nonrevenue hours are coordinated by the center s dispatchers. Phone and radio communications to the center is recorded and stored for a minimum of one year. A truly effective control center will incorporate all transportation control and communication services in one facility with appropriate resources and up-to-date technology. SFMTA Control Center History: Prior to 1980, MUNI s central control consisted of an area partitioned off from the Chief Inspector s office on the Presidio facility s second floor. Presidio Control Room pre-1980 San Francisco Municipal Transportation Agency DRAFT DOCUMENT 1

2 The current Operational Control Center (OCC) on Lenox Avenue was built in the 1970s as part of the BART subway construction. BART owns MUNI s OCC structure, as well as the adjacent West Portal Station and associated electrical substation. MUNI moved into the Lenox facility in 1980, when LRV service from West Portal to Embarcadero was inaugurated with the Boeing LRV fleet. Operations for all modes, LRV, bus, trolley and cable car, were relocated to the Lenox facility at this time. The Digital Maintenance function moved into the facility at the same time: to provide on-site support of Central Control systems. Most of the systems that were installed in the 1970s remain in service today. Rail & Trolley Operations area today at Lenox Ave OCC The existing control center facility occupies 7500 square feet. Approximately 22 percent, or 1650 square feet, houses the operations center for all Muni fleet modes. Pictured above is the half of the Operations Room for Rail and Trolley Operations; the other half of the Operations Room is for Motor coach and Non-Revenue vehicle operations. Most of the remaining control center s floor space is occupied by electronic equipment (computers, radios and switching gear), backup power and environmental control systems. The remaining spaces are occupied by the Radio Maintenance Shop and Operations Office, Training/Conference Room, Break Room, Bathrooms, Hallways and Storage. Many of the major systems operational at the control center today went into service in 1980, with the opening of the Metro Subway. MUNI has in recent years undertaken a program to replace and/or upgrade all the systems within Central Control, and the existing facility itself, as funding resources allow. San Francisco Municipal Transportation Agency DRAFT DOCUMENT 2

3 Upgrading of systems within an operating control center requires careful staging and coordination of the work, so this is not a course of action that is recommended as the final solution; however, some issues will need to be addressed in the interim until a new Central Control & Communications facility is constructed and fully operational. The status of major existing control center systems is summarized in the table below: In Service Since Current Status Cost to Replace Motorola Radio System project initiated to replace by 2013 $85M Subway Public Address 1980 obsolete $10M Platform Display System 1980 obsolete $10M Advanced Train Control System % installed, good to 2028 n/a Blue Light subway emergency phones 1980 obsolete $2.5M Fare Gate data collection system 1980 Conceptual Engineering Review $50M Uninterruptible Power Supply (UPS) 1996 due for replacement $0.5M Backup Power Diesel Generator 1995 due for replacement $0.5M MMT/MMX SCADA systems & fiber 1998 SCADA due for upgrade $1.0M Emergency subway fan control / DTS 1980 obsolete $4.5M Subway Fire Alarm & Detection Systems 1980 obsolete $2M CCTV various no room for additional monitors n/a Cable Car Emergency Shutdown Console 1984 operable n/a Phones and Voice Data Recorder 2007 new n/a The total cost estimated for minimum replacement of the existing facility and systems is expected to be approximately $166 million in current year dollars. This expected cost does not include the cost of a new facility which is expected to run approximately $125 million. The MTA has estimated that the total cost for a new Central Control & Communications facility will be approximately $291 million. Central Control & Communications Concepts: MUNI has recognized for a number of years that the existing control center is undersized to support the level of service which MUNI is mandated to deliver. Many of the existing systems are long overdue for replacement. Space constraints limit the agency s ability to shoehorn additional systems into the existing facility, even if the funding is available to procure them. In addition to the normal functions of a central control center the new facility should include the following features that do not currently exist, as a minimum: Visitor Gallery Media center Supervisory Overview Station Emergency operations control center Round the clock sleeping, shower and eating areas Combined disaster management center for use of emergency teams San Francisco Municipal Transportation Agency DRAFT DOCUMENT 3

4 The center should be mirrored after state-of-the-art control centers that peer transit agencies are currently utilizing, such as New York City Transit (NYCTA) and the Bay Area Rapid Transit agency (BART), shown below: NYCTA Central Control Center The NYCTA new control center is both big and very costly (latest cost estimates were $40 million for the structure and over $140 million for the equipment just for the A Division IRT). It has been built on a portion of the site now occupied by the old 54th Street Bus Depot on Ninth Avenue between 53rd and 54th Streets in Manhattan. Besides its size, which is suitable for locating operating theaters for all three divisions (IRT, BMT, IND) on a single floor, the main appeal of this site is its proximity to the existing Power Control Center, and to the seven fiber optic rings that converge there, which is used for controlling the trains. The new control center is a four-story facility housing 100 NYCT employees that is one of the largest rail control centers in the world. This is also the first rail control center with integrated CBTC. Complexity results when integrating old systems engineering into latest technology. The control center accommodates two new rail lines on 7th and 2nd Avenues. From this thirdfloor theater, which features 25-foot ceilings and is the length of a football field, the NYCTA is able to observe and control all Division A trains. Another peer transit agency that is considered a good model is the Bay Area Rapid Transit agency (BART). Their current Operations Control Center (OCC) replaced the old "central control room" which made history when the system first opened in 1972, with what was considered the largest monitor display board of its kind in the country. The OCC functions as the nerve center of BART s 95-mile system, performing supervisory control of train operations and remote control of electrification, ventilation and emergency response systems. San Francisco Municipal Transportation Agency DRAFT DOCUMENT 4

5 The new display boards use computer imaging and video projection to display the entire system, combining information into two boards; one for track and train positions and the other for maintenance information and electrification. Because the display is software-driven, it can be updated with virtually no limit to the miles of track or number of stations depicted. The center is architecturally designed to satisfy requirements for the American With Disabilities Act (ADA). BART Central Control Center In 1999, a MUNI staff report evaluated functional alternatives for a new central control facility, and specifically the preferred location for a new facility. At that time, staff determined that doubling the floor space to 15,000 square feet would be minimally adequate to house the functions resident at Central Control at that time. The staff recommendation at the time for the most cost effective solution was to expand the existing underground central control facility on Lenox Avenue, at an estimated cost of $17M (in 1999 dollars) for the facility improvement alone. As an outgrowth of this study, the radio replacement project was broken out as a separate priority project. (The 1999 report: Central Control Location Alternatives Analysis, is attached.) SFMTA Actions Underway: Since the 1999 staff report, there have been several key developments which affect planning for a new or renovated OCC: The events of September 11, 2001 have generated new, stringent federal security guidelines for mission critical transit control centers; The opening of the Third Street T-Line has increased communications and systems traffic into the existing OCC; Planning for the Central Subway projects an increase in the OCC footprint of up to 10%; Future Bus Rapid Transit (BRT) corridors will increase the OCC footprint by an amount to be determined. San Francisco Municipal Transportation Agency DRAFT DOCUMENT 5

6 The SFMTA recently advertised for engineering services to begin design of the system procurement to replace the aged Motorola radio communications system(s). This project will replace the entire voice-data communications network for MUNI s revenue and non-revenue fleets, and will address DPT and MTA Security communications needs. The new radio system will also implement interoperable communications with the Department of Emergency Services. The new radio system will be centralized at the OCC, with remote base station repeaters throughout the City and within the subway. The new radio system can be designed for initial implementation into the existing OCC at Lenox Avenue and later relocation to a new Central Control facility. The new radio system is on a schedule to implement by January 2013, in order to meet an FCC mandate. Due to the need to perform a complete review and update of the 1999 analysis as well as potential funding limitations, the MTA has determined that the Radio Consultant RFP is the best opportunity to perform the review, make recommendations on how the Central Control Facility should function, determine the space requirements, and the appropriate method of expansion. In March 2007, the MTA Board approved the advertisement of an RFP for a Radio System Consultant to develop the planning, conceptual engineering, and design of a new voice and data radio system. The scope of work in this RFP will include a review and analysis of the Central Control Facility with recommendations for upgrade. Advertise: May 2007 Award & Issue NTP: December 2007 Complete project by 2013 prior to the bandwidth change by the FCC There will be a need to renew equipment in the existing Central Control Facility during the life of the Radio and Central Control programs, and these needs are in our Capital Investment Program. This will include computer equipment and motive power renewals. BART is undergoing a program to seismically upgrade their facilities. The 131 Lenox building is a BART facility and is in their schedule for upgrade in the future. We plan to coordinate work and schedules with BART. An early deliverable of the contract for Professional Engineering Services for the Radio System Replacement Project is the Operational Concept Document (OCD) for the MTA s new OCC. The OCD will address high-level issues relating to the operational objectives and functionalities for a new OCC Facility. The OCD study is targeted for delivery in the summer of Any design for a new control center will necessarily include: appropriate security, adequate space for existing and future operations, up-to-date noise and environmental controls, and a professional working environment for control center staff. Additional considerations for the OCC design scope will include: A larger and more flexible emergency operations arrangement, with communications interoperability with Department of Emergency Management, is envisioned, separate from a conference room and visitor s gallery; San Francisco Municipal Transportation Agency DRAFT DOCUMENT 6

7 Interoperability with DPT s Traffic Management Center (TMC) is envisioned, either via communications connectivity or by physical co-location of central control and TMC functions; Communications interoperability with MUNI s Overhead Power Control Central, will be considered; A redundant back-up central control facility to provide continuous service an emergency or other service interruption at the main control center is desirable. The current RFP for the Radio System Replacement Project includes a requirement that the Consultant (during Contract Phase 1) prepare and Operational Concept Document (OCD) for the Central Control Center. The OCD should be completed in the Summer of Some of the tasks identified include: What are the operating objectives for the Central Control Center? What functions are envisioned to be co-located at the center? What DPT functions, if any, should be co-located at the center? What future needs would need to be planned for, such as radio replacement, Central Subway, BRT? Should some or all central control functions be replicated at a redundant site? What are the constraints for locating the facility? What would be the estimated square footage requirement range be for the relocated/renovated Central Control Center? Upon completion of the OCD, the SFMTA will be looking at alternate contracting methods to improve the time required for delivery of the project. The critical need for this new facility dictates a flexible approach to alternate contracting strategies that will minimize the impact on the agency s ability to fully fund a project such as this, and shorten the period of time normally expected for design and construction. If we do decide to proceed with alternate contracting methods and/or public private partnerships, the SFMTA will be approaching the Board of Supervisors requesting their approval to proceed with the alternate contracting method. SFMTA Capital Investment Program (CIP): In June 2007, the SFMTA Board of Directors approved the SFMTA s new 5-year Capital Improvement Plan (CIP). This CIP process performed a bottom to top look at agency needs and identified a number of projects not included in previous capital requirements. The Central Control project is now in the CIP and has received the highest priority rating. The (CIP) includes five major programs to support advancing the programs to upgrade and renew the existing SFMTA Central Control Facility. Motive Power SCADA System FY07 08 Central Control Facility FY07 12 Central Control Facility Upgrades FY07 12 San Francisco Municipal Transportation Agency DRAFT DOCUMENT 7

8 Advanced Train Control System FY07 12 Radio Replacement Program FY07 12 CAPITAL INVESTMENT NEEDS Radio Replacement Program $0 Advanced Train Control System ($8,750,000) Control Facility Upgrades ($9,750,000) Central Control Facility ($109,500,000) $0 $10,000,000 $20,000,000 $30,000,000 $40,000,000 $50,000,000 $60,000,000 $70,000,000 $80,000,000 $90,000,000 Central Control Facility Control Facility Upgrades Advanced Train Control System Radio Replacement Program CAPITAL NEED $125,000,000 $11,000,000 $75,000,000 $85,000,000 IDENTIFIED FUNDING $15,500,000 $1,250,000 $70,500,000 $85,000,000 The funding identified for the programs that are in our Capital Investment Program are: Motive Power SCADA System: No funding has been identified for this program yet. Central Control Facility: The funding identified for this program is $15.5 million. These funds are planned to come from the State Prop 1B Infrastructure bonds. Central Control Facility Upgrades: The funding identified for this program is $1.25 million from Federal Ear Mark with Prop K and SMFRIC local match. This money has been expended for the initial upgrades and no further funding has been identified at this point. Advanced Train Control System: $70.5 million has been identified and expended todate for the ATCS. Funding for the remaining $4.5 million has not been identified yet. Radio Replacement Program: The entire funding has been identified for this program, and it is primarily Prop K funds through the Transportation Authority. In May 2003 the SFMTA Board approved an, accept and expend resolution of $990,029 for procurement of equipment for the existing Central Control Facility. This covered the installation of a digital voice recorder system, new telephone system, and axle counter evaluators. On another front, the new Central Subway project is currently in design and targets 2016 for revenue service. The Central Subway will add equipment at the Central Control facility for all the new subway systems as well as a new LRV dispatch station. The Central Subway will implement its communications capability as part of the replacement radio system. Most significantly, the Central Subway will require new Public Address, Platform Display, emergency phone, fire and security systems. It is clear that integrated functions for the Metro and Central subways for these services would be preferable to one set of old systems for the Metro subway and a different set of new systems for the Central Subway. However, to achieve this integration goal, the schedule for the control center systems replacements would need to begin in earnest very soon in order to proceed in parallel with the Central Subway project. San Francisco Municipal Transportation Agency DRAFT DOCUMENT 8

9 SFMTA Next Steps: A new Operations Control Center, with modernized systems and communications, is essential for the MTA to deliver the level of transit services to which the City of San Francisco has committed. Moving forward with this keystone project, in partnership with our funding agencies, is a clear priority for the MTA. The SFMTA plans to continue its efforts to update and renovate the existing systems in the current Control Center as well as push to provide additional staffing to support the on-going operations at the center. In going forward we request that you support our efforts to define the new Central Control & Communications (C3) program requirements and assist the SFMTA in locating potential sources of funding to support the plans for going forward, which are expected to include alternative methods of project delivery. San Francisco Municipal Transportation Agency DRAFT DOCUMENT 9