Mr. Izbicki currently serves as the freight (Union Pacific) railroads integrated train/signal and communications expert responsible for reviewing the integrated systems design and contractor submittal, and the phased construction, inspection, testing and in-service operations of the proposed train/signal control and communications systems under traffic. The project consists of upgrading the existing Advanced Signal System referred to as Communications Based Overlay Signal System, Positive Train Control (CBOSS PTC or CBOSS), to allow for electrification of the line, which will convert the line from diesel-hauled to Electric Multiple Unit (EMU) passenger trains for service between the Fourth and King Street terminus station in San Francisco and the Tamien Station in San Jose, CA to a 25Kv 60 hertz operations. Operating speeds for EMU’s would essaysbuy essaysbuy be up to 79 MPH for passenger trains and lower speeds for freight operations. Integrated systems to be replaced or upgraded consists of fiber optic back bone communications system, SCADA, and various communications systems (passenger information, etc.), Operational Control System (OCC) upgrades, a modified train/signal control system and highway at-grade crossings warning functions, wayside and cab signaling system, ($1Billion).
Mr. Izbicki is providing management and infrastructure: design, construction, testing, commissioning, Operations and Maintenance support to the Vinci team in various capacities, including integrated systems (train control, signal, communications, security, grade crossings and associate systems). His track design management scope of work includes: validating the integrity of track design on multiple rail yards, supporting technical and design reviews with suppliers to meet technical design requirements for maintenance, inspection periods, overhaul periods, diagnostics assessments, performance commitments, and mean time between failures. Additionally, he will also review the O&M implementation plan to address asset registration, maintenance concepts, life cycle cost analysis, and computer-assisted work planning. He will review and validate the construction team’s infrastructure design with a view to the 30-year Life Cycle Costs (LCC) for the O&M team and he will review the operational plans to ensure integration between maintenance regimes and operations solutions. He is also providing guidance in Request for Proposals (RFP) development to Vinci in regards to MTA’s Purple Line operations and management implementation project. In this role, he is providing technical advice in railway engineering principles and track infrastructure relative to proposal writing, offering alternate infrastructure solutions to enhance the RFP, and working in close collaboration with designers and the construction team to provide optimized and integrated solutions for inclusion in the RFP.
Mr. Izbicki is serving in the capacity of expert witness to a confidential client, for the use of 25 kV electric lines being used to power high speed trains for the upcoming California High Speed Rail (CAHSR) project. At issue is whether CASHR’s traction power system will create electromagnetic interference with existing conventional railroad and federally mandated positive train control systems. Also to be determined are mitigation measures to be adopted to reduce or eliminate electromagnetic interference with nearby systems and whether minimum clearances, between CAHSR’s electrification system and conventional railroad systems, are to be specified in the Proposed General Order.
The project consists of work on the Fitchburg Commuter Rail Line’s existing track alignment, construction of new tracks through select segments, new or improved interlocking’s, a second track through the South Acton Station area, a new train control signal system, replacement of Automatic Grade Crossing Warning Systems (AGCWS), upgrade of existing at‐grade highway crossing track and roadway surfaces, the retirement of portions of the existing train control signal systems and AGCWS, and the demolition of select existing turnouts, crossovers and track segments. These improvements will be made while the existing commuter line service and freight line service continue to function.
Project Manager and Signal Engineer. Duties included overseeing rehabilitation of track, signal, power, and communications systems (including passenger information systems, the traffic control system, and operation control center) at the Lake and Harrison Street interlocking’s as well as platform work at the station. In order to maintain rail operations during construction, detailed phasing plans were developed during the design phase. Implementation resulted in minimized impacts to existing rail operations. The goal of the project was to make the rehabilitation of Chicago Union Station transparent to operations. Professional Services: 1982-1995; Construction: 1988-1995; Size: ($100M); Cost: $6M.
The work involved construction of the electrification system from New Haven to Boston’s South Station during revenue operation. Responsible for coordinating with Amtrak for the installation and testing of the new catenary system foundations, support structures, overhead wire, substations, and associated equipment.
The work consisted of extending the Red line from Harvard station to Alewife. Responsible for overseeing the infrastructure design (slab, track, traction power, signal and communications systems, operational control center, security and passenger information systems) and construction.
Design build project that widened major interstates and added 19 miles of double-track light rail throughout the metropolitan area (40 miles total). Responsible for the design/build of the integrated signal, communications and operational central control systems, $1.7B project.
Signal Maintainer, Construction Signal Engineer, Signal Designer and Engineer. Duties and responsibilities included the, planning, design, installation and maintenance of new and existing railroad train control and communication systems including: operational control centers, wayside equipment; on board vehicle systems and highway grade crossings throughout the freight and passenger rail system. Positions were funded via the railroads operating and capital budgets.
Role; Signal Engineer The work involved the design, furnishing, installation, testing and in service operation of a new Long Island storage facility in downtown New York City. The project also required that the storage facility connect to Penn Station in NYC. The yard was constructed prior to in-service operation and was fully signalized and automated. It included both local and remote supervisory and indications controls. A new yard operational control facility was also provided to manage the yard operations during peak and off peak hours. Professional Services: 1988; Construction: 1988-1991; Size: ($100M); Cost: $159K.
Role: Technical Systems Advisor. The project consisted of installing a new Communications Based Train Control/Positive Train Control (CBTC/PTC) system on the entire line for remote operations of the line. In addition to the CBTC/PTC system a conventional wayside signaling system was deployed. This project was the first CBTC/PTC system to be designed, furnished, installed and placed into revenue service in the U.S. Responsibilities on the project included design, review, operational testing and integrated systems test. Design build project Services: 199-2007; Size and Cost: ($300M).
Role: Signal and Operations Engineer. The work involves the replacement of the existing bridge and modifications to the existing signal and catenary systems to permit the replacement of the bridge during non-revenue service under traffic. The Shore Line Bridge carries few weekday Franklin Line commuter rail trains. All Fairmount Line trains serve the station platform just east of the bridge, and then reverse direction for the return trip to Boston. On weekends there is no Fairmount service, and all weekend Franklin Branch trains use the Shore Line. The lines crossing under the bridge include the commuter trains to Providence and Stoughton, and AMTRAK trains to New York (Northeast Corridor.) CSX local freight operation on the bridge and in the adjacent freight yard and may have the option of using the tracks when needed for local freight car delivery and pick up to an assortment of rail freight shippers. In order to replace the existing Shore Line Bridge coordination with all the stake holders and obtain the necessary permits, approvals is required prior to actual construction. Professional Services: 2012; Construction: 2013-2014; Size: ($15M); Cost: $1.5M.