TY - RPRT AN - 01624397 AU - Purslow, Marc Alan AU - EWI AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Weld Repair of Manganese Frogs for Enhanced Performance PY - 2017/01//Final Report SP - 126p AB - When special trackwork contact surfaces (such as manganese-steel turnout frogs) become worn and damaged, they can be repaired to extend their lifetime, but current repair methods typically cannot return these surfaces to their original durability. Since worn or damaged frogs in freight and shared corridors have a detrimental effect on ride quality and increase life cycle costs, improved repair processes can extend the service life of frogs and improve the safety and efficiency of rail operations. In this project, EWI developed a new flux-cored arc welding (FCAW) procedure to repair manganese frogs. When EWI tested a repaired frog in simulated revenue service conditions at the Transportation Technology Center, the test results show a significant improvement in the durability of the repair as compared to traditional repair methods. Future work plans include revenue service trials, as well as refinements to weld procedures and materials. KW - Durability KW - Electric arc welding KW - Frogs (Railroads) KW - Repairing KW - Simulation KW - Welds UR - http://www.fra.dot.gov/Elib/Document/16875 UR - https://trid.trb.org/view/1445504 ER - TY - RPRT AN - 01622373 AU - Sundaram, Narayana AU - ENSCO, Inc. AU - Federal Railroad Administration TI - Force Environment Evaluation of Stub Sills on Tank Cars Using Autonomous Over-the-Road Testing of the Instrumented Tank Car PY - 2016/12//Draft Final Report SP - 66p AB - Fractures have been observed on stub sill tank cars for many years. Undetected and unattended, these fractures can develop into a variety of tank car failures. While tank car ruptures are rare, the potential for a catastrophic hazmat release has made this a critical issue within the industry. The Federal Railroad Administration (FRA) contracted with ENSCO, Inc., to instrument and run an instrumented tank car over the road in autonomous measurement mode. The instrumentation and data collection focused on assessing the load environment seen by tank cars in regular service under full load conditions. Testing was conducted to collect data from the instrumented tank car over approximately 3,700 miles in the United States. The following key conclusions and recommendations are inferred from testing and analysis: (1) The high magnitude events that seem to cause damage to the stub sill are observed in yards and are attributed to train handling. Track geometry, specifically short chord vertical profile, is a contributing factor causing high vertical coupler force events, but typically is not a contributing factor for high longitudinal coupler force events. (2) If the coupling speeds are limited, the forces imparted to the stub sills would be kept lower than the yield limit for steel, reducing the occurrence of fractures in stub sills on tank cars. (3) A low-cost system can be developed for measuring vertical and longitudinal coupler forces in service. KW - Couplers KW - Data collection KW - Evaluation KW - Fracture mechanics KW - Instrumented vehicles KW - Load tests KW - Railroad tracks KW - Recommendations KW - Tank cars KW - Train operation UR - http://www.fra.dot.gov/Elib/Document/16829 UR - https://trid.trb.org/view/1440802 ER - TY - RPRT AN - 01620247 AU - Rakoczy, Przemyslaw AU - Carolan, Michael AU - Transportation Technology Center, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Side Impact Test and Analysis of a DOT 112 Tank Car PY - 2016/12//Technical Report SP - 91p AB - As part of a program to improve transportation safety for tank cars, Transportation Technology Center, Inc. (TTCI) has conducted a side impact test on a DOT-112 tank car to evaluate the performance of the DOT-112 under dynamic impact conditions and to provide data for the verification and refinement of a computational model of the tank car. The tank car was filled with water to approximately 96 percent of its volume and sealed but not pressurized. The tank car was impacted at 14.7 mph by a 297.125-pound ram car fitted with a 12- by 12-inch ram head. The ram car impacted the tank center, deforming and cracking the external jacket, but the tank’s shell was not punctured. TTCI used pre-test finite element modeling, which was performed by the Volpe National Transportation Systems Center, to estimate the overall response of the tank to the impact and the force-displacement response. To bring the model’s results into better agreement with the test results, several changes were made to the model. The post-test model matched the overall force-displacement and pressure-time histories better than the pre-test model. The models and tests demonstrate how the fluid response of an impacted tank car dominates the general force-displacement response, which underscores the importance of modeling fluid-structure interactions with appropriate techniques. KW - Finite element method KW - Fluid-structure interaction KW - Impact tests KW - Mathematical models KW - Railroad safety KW - Side crashes KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/16807 UR - http://ntl.bts.gov/lib/60000/60500/60567/Side_Impact_Test_of_DOT_112_Tank_Car.pdf UR - https://trid.trb.org/view/1440498 ER - TY - RPRT AN - 01619021 AU - Jacobsen, Karina AU - Tyrell, David AU - Severson, Kristine AU - Parent, Dan AU - Martinez, Eloy AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Crash Energy Management: One- and Two-Car Passenger Rail Impact Tests Summary of Structural and Occupant Test Results PY - 2016/12//Final Report SP - 192p AB - Two full-scale impact tests were conducted to measure the crashworthiness performance of Crash Energy Management (CEM) equipped passenger rail cars. On December 3, 2003, a single car impacted a fixed barrier at approximately 35 mph and on February 26, 2004, two-coupled passenger cars impacted a fixed barrier at approximately 29 mph. Coach cars retrofitted with CEM end structures, designed to crush in a controlled manner, were used in the tests. These test vehicles were instrumented with accelerometers, string potentiometers, and strain gauges to measure the gross motions of each car body in three dimensions, the deformation of specific structural components, and the force-crush characteristic of the CEM end structure. Five occupant experiments were conducted onboard the test vehicles in the two-car test to measure the secondary impact conditions. Collision dynamics models were developed to predict the gross motions of the test vehicles. Crush estimates as a function of test speed were used to guide test conditions. Using the crash pulse derived from the collision dynamics model, computer models for the occupant tests were developed to determine the severity of the collision environment and predict the motions of the Anthropomorphic Test Devices (ATDs) used in two-car tests. This report describes the details of the CEM single-car and two-car tests, and reports the findings of the structural and occupant tests. KW - Crashworthiness KW - Deformation KW - Dummies KW - Dynamic structural analysis KW - Impact tests KW - Occupant dynamics KW - Passenger cars KW - Railroad crashes KW - Vehicle design UR - http://www.fra.dot.gov/Elib/Document/16797 UR - http://ntl.bts.gov/lib/60000/60500/60568/CEM_one-car_two-car_passenger_impact_tests.pdf UR - https://trid.trb.org/view/1436876 ER - TY - RPRT AN - 01619036 AU - Elsmore, George AU - Parasuraman, Raja AU - Veolia Transportation Services, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Reducing Major Rule Violations in Commuter Rail Operations: Distraction and its Mitigation with Sustained Attention Training PY - 2016/11//Final Report SP - 60p AB - Commuter rail accidents demonstrate the need to better understand how operator distraction affects rail safety. Veolia Transportation Services conducted two experiments in the Cab Technology Integration Laboratory (CTIL) using animated operating scenarios that were designed to simulate elements of distraction. In Study I, operational scenarios varied in task load, from baseline to low, and then to high load. The scenarios created operator distraction in locomotive engineers by means of task-load variation, which impacted both locomotive engineer performance and mental workload. Study II examined the ability of 3 hours of Sustained Attention Training (SAT) to mitigate distraction in a group of engineers. There were no statistically significant effects of SAT on any measure. However, there were trends indicating that SAT increased locomotive operator rule compliance compared to a control group that received no training. That these effects of SAT, though not statistically significant, were found consistently in the low task load condition, suggests that errors under this condition may reflect periodic lapses in attention associated with mind wandering or mental rumination. Future studies on mitigating distraction would be warranted with a larger sample of locomotive engineers and longer duration SAT. KW - Attention KW - Compliance KW - Distraction KW - Laboratory studies KW - Locomotive engineers KW - Operating rules KW - Railroad commuter service KW - Railroad safety KW - Railroad simulators KW - Training KW - Workload UR - http://www.fra.dot.gov/Elib/Document/16795 UR - https://trid.trb.org/view/1436789 ER - TY - RPRT AN - 01614874 AU - Rockwell Collins AU - Federal Railroad Administration TI - Federal Railroad Administration (FRA) Positive Train Control (PTC) Implementation Planning Guide PY - 2016/09/19/Version 1.1 SP - 129p AB - The purpose of this document is to provide general guidance to railroads for planning and implementing any Positive Train Control (PTC) system. While several PTC systems have received Federal Railroad Administration (FRA) Type Approval in the United States, including Advanced Civil Speed Enforcement System (ACSES) and Incremental Train Control System (ITCS), this document focuses primarily on the tasks necessary to implement the Interoperable Train Control (ITC) PTC System, leveraging the Association of American Railroad (AAR) ITC PTC standards and industry practices to provide guidance for achieving interoperability with Class I railroads that also are implementing an ITC PTC system. In addition, many of the subjects covered in the document are useful for the implementation of any PTC system. This document also addresses tasks required of railroads that operate as tenants on PTC-enabled subdivisions as well as tasks required of host railroads that own, operate, and dispatch trains on PTC-enabled subdivisions. KW - Association of American Railroads KW - Implementation KW - Interoperability KW - Positive train control KW - Railroads KW - Standards KW - Transportation planning KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/16714 UR - https://trid.trb.org/view/1425896 ER - TY - RPRT AN - 01610866 AU - Archuleta, Megan AU - Poudel, Anish AU - Rummel, Ward AU - Gonzalez, Francisco AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Probability of Detection Evaluation Results for Railroad Tank Car Nondestructive Testing PY - 2016/08//Final Report SP - 106p AB - The Federal Railroad Administration (FRA), Transportation Technology Center, Inc. (TTCI), and rail industry participants have performed probability of detection (POD) assessments to evaluate nondestructive testing (NDT) technologies, which are prescribed by Title 49 of the Code of Federal Regulations, on butt welds and fillet welds regularly used in railroad tank cars. This report provides the quantitative results and findings obtained from this research effort. KW - Butt welds KW - Evaluation and assessment KW - Fillet welds KW - Flaw detection KW - Nondestructive tests KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/16648 UR - https://www.fra.dot.gov/Elib/Document/16648 UR - https://trid.trb.org/view/1422947 ER - TY - SER AN - 01610788 JO - Research Results PB - Federal Railroad Administration TI - The Federal Railroad Administration’s LiDAR-Based Automated Grade Crossing Survey System PY - 2016/08 SP - 4p AB - As part of the Federal Railroad Administration's (FRA's) mission to improve public safety, FRA is focused on reducing train-on-vehicle collisions at grade crossings and resulting fatalities. A full-size track inspection vehicle with an automated detection system can help achieve this goal by surveying grade crossings in terms of the grade crossing's profile, its track-road angle, and its sight lines, as well as the presence and proper operation of the crossing's gates. In order to realize this vision, FRA's Office of Research, Development and Technology (RD&T) has developed and deployed a light detection and ranging (LiDAR)-based system on its DOTX 218 research vehicle that creates accurate, high-density point clouds of track and surrounding area in and around grade crossings at survey speeds of up to 55 mph. This research results paper presents highlights of the FRA's development program and provides an overview of initial deployment and use of the resulting technology. KW - Automation KW - Flaw detection KW - Inspection cars KW - Laser radar KW - Railroad grade crossings KW - Railroad safety KW - Surveying KW - Technological innovations UR - http://www.fra.dot.gov/Elib/Document/16653 UR - https://www.fra.dot.gov/Elib/Document/16653 UR - https://trid.trb.org/view/1422916 ER - TY - RPRT AN - 01608717 AU - Shira, Seth AU - EWI AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Use of Translational Friction Welding for Constructing and Repairing Rail for High Speed and Intercity Passenger Service Rail PY - 2016/08//Final Report SP - 40p AB - This project developed a solid-state welding process based on linear friction welding (LFW) technology. While resistance flash welding or thermite techniques are tried and true methods for joining rails and performing partial rail replacement repairs, large heat inputs and residual stresses (associated with rail shortening) can degrade the performance of the welded area. LFW greatly reduces material loss, minimizes shortening of the rail assembly, and reduces weld heat input when compared to traditional rail joining methods. EWI teamed with APCI and LLC to develop a unique 150-ton LFW system, which uses mechanical oscillation and is relatively compact when compared to traditional hydraulic oscillation systems. Weld trails were completed using 136 lb rail. The experiments showed that using LFW to join rail was not only feasible but the technology has the potential to greatly improve the quality of continuously welded rail. Future research efforts should focus on obtaining optimum weld process parameters and reducing weld cycle times by adjusting pre-heat temperatures, oscillation forces, and durations. KW - High speed rail KW - Joining KW - Maintenance of way KW - Rail (Railroads) KW - Welding UR - http://www.fra.dot.gov/Elib/Document/16623 UR - https://www.fra.dot.gov/Elib/Document/16623 UR - https://trid.trb.org/view/1419017 ER - TY - RPRT AN - 01608686 AU - Plotnikov, Y AU - Matthews, B AU - Boverman, G AU - Nayeri, M AU - Frangieh, T AU - GE Global Research AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Rail Integrity Alert System (RIAS) Feature Discrimination PY - 2016/08//Final Report SP - 69p AB - This report describes GE Global Research’s research, in partnership with GE Transportation, into developing and deploying algorithms for a locomotive-based inductive sensing system that has a very high probability of detecting broken rails with very few false-positives. These algorithms are described in detail in this report and their performance has been characterized by performing extensive field-testing on the data collected from a previously developed Rail Integrity Alert System (RIAS). KW - Algorithms KW - Distress alerting systems KW - Field tests KW - Flaw detection KW - Maintenance of way KW - Rail (Railroads) UR - http://www.fra.dot.gov/Elib/Document/16630 UR - https://www.fra.dot.gov/Elib/Document/16630 UR - https://trid.trb.org/view/1419982 ER - TY - RPRT AN - 01608576 AU - Federal Railroad Administration TI - Federal Railroad Administration Status Update on Positive Train Control Implementation PY - 2016/08 SP - 20p AB - The U.S. Department of Transportation (DOT) and the Federal Railroad Administration (FRA) are providing this status update on railroads’ Positive Train Control (PTC) implementation. This update informs the public of: (1) the background of the PTC mandate; (2) the actions FRA has taken and continues to take to support railroads’ implementation of PTC systems; and (3) the current status of each railroad’s progress towards implementing a PTC system. KW - Implementation KW - Positive train control KW - Railroads KW - State of the practice KW - U.S. Federal Railroad Administration KW - United States UR - http://www.fra.dot.gov/Elib/Document/16634 UR - https://trid.trb.org/view/1420351 ER - TY - RPRT AN - 01608525 AU - Shu, Xinggao AU - Davis, David AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - High-Speed Rail Turnout Literature Review PY - 2016/08//Final Report SP - 32p AB - High-speed rail (HSR) turnout design criteria generally address unbalanced lateral acceleration or cant deficiency (CD), cant deficiency change rate (CDCR), and entry and exit jerk. Various countries have adopted different design values for their HSR systems based on their unique experiences and operating conditions. The design criteria (e.g., one for unbalanced lateral accelerations and jerk) have a direct influence on passenger ride comfort, but cannot be used as performance indices because they only account for kinematic responses, not dynamic responses. In North America, vehicle and turnout dynamic performances must comply with ride comfort and safety standards, such as Federal Railroad Administration (FRA) Track Safety Standards, Part 213. In a worldwide market, vehicle and track performance will most likely comply with ISO 2631. Switch rail optimization methodologies, such as Kinematic Gage Optimization and rail reprofiling, have demonstrated their effectiveness in reducing wheel force, rail force and rail wear through improved axle steering capability. The presteer switch was originally designed for North American low-speed turnouts, and its performance on HSR should be examined. Track stiffness uniformity along a turnout is critical for HSR operation. Proper track transition and optimal track stiffness can reduce wheel and rail impact forces while improving ride quality. KW - Design KW - High speed rail KW - Literature reviews KW - Optimization KW - Railroad tracks KW - Ride quality KW - Stiffness KW - Switches (Railroads) KW - Turnouts UR - http://www.fra.dot.gov/Elib/Document/16631 UR - https://www.fra.dot.gov/Elib/Document/16631 UR - https://trid.trb.org/view/1419981 ER - TY - RPRT AN - 01608647 AU - Wijesekera, Duminda AU - Bandara, Damindra AU - George Mason University AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Providing Wireless Bandwidth for High-Speed Rail Operations PY - 2016/07//Final Report SP - 39p AB - This project examined the possibility of providing wireless communication for train control systems on American high-speed trains. In this study, the key issue is that the frequencies allocated for rail operations in the U.S. and the frequencies used by Global Systems for Mobile Communications – Railway (GSM-R) in other parts of the world have different capabilities. In Europe, GSM-R is transmitted over frequencies ranging from 800 MHz to 900 MHz. The U.S. has less bandwidth available with a lower frequency spectrum. This project was carried out in two phases: 1) A frequency analysis was done to see how the available frequency band should be divided to support train operations. For varying bit rates, modulation schemes and number of packets per handshake, models were developed to calculate the number of trains that a wayside interface unit (WIU) can handle and the maximum speed the train can operate at, and 2) A detailed link budget analysis was used to calculate the received power level. Given that high-speed lines are currently not available, the project used Southern California Regional Rail Authority (SCRRA) lines in Southern California and the Coast Starlight light rail line as case studies for the analysis. The locations of WIUs, points along the train line, and the terrain features were determined using existing maps; all of which were applied to calculate estimates of receive power for the train’s communications. KW - Bandwidth KW - Case studies KW - Coast Starlight (Train) KW - Frequency (Electromagnetism) KW - Global System for Mobile Communications-Railways KW - High speed rail KW - Southern California Regional Rail Authority KW - United States KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/16597 UR - https://www.fra.dot.gov/eLib/details/L18290 UR - https://www.fra.dot.gov/Elib/Document/16597 UR - https://trid.trb.org/view/1418036 ER - TY - RPRT AN - 01608631 AU - Parida, Basant AU - Carter, James AU - Zaouk, Abdullatif K AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Advanced Cushioning Devices for Freight Locomotives PY - 2016/07//Final Report SP - 82p AB - This report describes the design and analysis of an advanced cushioning device for freight locomotives. The device, or crash energy management system, minimizes the risk of locomotive override in the event of an in-line collision. As part of the system, energy dissipative elements integrated with locomotive structures reduce the speed over a portion of impact. In doing so, the overall post-impact kinetic energy is reduced, and the locomotive remains on the rails for a longer duration following collision. Controlling the deformation in the front end eliminates the formation of a ramp that will allow the locomotive front-wheels to climb over the impacted car wheels. Researchers propose a system that decouples the pilot plate from the main locomotive sill and provides a reinforced frontal structure just ahead of the front trucks. Energy dissipative elements installed between the two parallel plate structures provide a means of controlling the movement of the pilot plates during impact and transferring loads directly to the locomotive sill. This process couples the stiffest portions of the impacted car with the stiffest portions of the locomotive. The system has three important features: (1) it provides improved load transfer between the locomotive and the impacted car, (2) it controls deformation at the time of impact and dissipates a significant amount of kinetic energy, and (3) it uses the mass associated with a stationary consist to its best advantage as the locomotive comes to a stop. KW - Crashworthiness KW - Deformation KW - Dissipation KW - Evaluation and assessment KW - Freight trains KW - Load transfer KW - Locomotives KW - Railroad crashes KW - Railroad safety KW - Underride override crashes KW - Vehicle design UR - http://www.fra.dot.gov/Elib/Document/16592 UR - https://www.fra.dot.gov/Elib/Document/16592 UR - https://trid.trb.org/view/1418037 ER - TY - RPRT AN - 01608582 AU - Basye, Colin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Geothermal Switch Heater Installation, Testing and Monitoring – Phases 1 & 2 PY - 2016/07//Draft Final Report SP - 49p AB - Transportation Technology Center, Inc. (TTCI), Norfolk Southern (NS), and John A. Volpe National Transportation Systems Center (Volpe) completed Phases 1 and 2 of a project on a working prototype geothermal switch heating system designed to test the concept and efficiency of using low-temperature geothermal energy (55°F) to heat a railroad switch plate. Research results indicate that geothermal switch heating technology is a viable alternative to traditional active heating systems for keeping track switches free of ice and snow in winter. Future work would be aimed at improving heat source, changing the tubing or switchplate design, using a geothermal pit instead of a well, and streamlining the assembly and installation process. KW - Geothermal resources KW - Heating systems KW - Installation KW - Monitoring KW - Prototypes KW - Snow and ice control KW - Switches (Railroads) UR - http://www.fra.dot.gov/Elib/Document/16598 UR - https://www.fra.dot.gov/Elib/Document/16598 UR - https://trid.trb.org/view/1418035 ER - TY - RPRT AN - 01605749 AU - Thompson, Alison AU - Kennedy, Bernard J AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Engineering Design for Pedestrian Safety at Highway-Rail Grade Crossings PY - 2016/07//Final Report SP - 61p AB - A number of pedestrian treatments at railroad grade crossings have been developed and are used throughout the United States. The decision of when to use these treatments is generally a matter of best practices, using a decision tree, or conducting a site assessment. There has been little research on the efficacy of particular treatments. More important, because pedestrian treatments are seldom, if ever, used in isolation, there is no known research on what particular configurations of available pedestrian treatments provide the highest level of safety. A US Department of Transportation (USDOT) 2010 policy statement encourages transportation agencies to improve opportunities for pedestrian and bicyclists. The United States Access Board, in turn, has issued a Notice of Proposed Rulemaking to establish guidelines to address public right of way issues for people with disabilities. In anticipation of more non-motorized users of varying abilities making use of pedestrian grade-crossing facilities, it is important that the efficacy of pedestrian treatments at grade crossings be fully understood. KW - Design KW - Pedestrian safety KW - Railroad grade crossings KW - Traffic control devices KW - United States KW - Warning devices for persons with disabilities UR - http://www.fra.dot.gov/Elib/Document/16553 UR - https://www.fra.dot.gov/Elib/Document/16553 UR - http://ntl.bts.gov/lib/59000/59300/59391/Engg_for_Ped_Safety_At_Crossings.pdf UR - https://trid.trb.org/view/1415633 ER - TY - RPRT AN - 01605619 AU - Carter, Daniel AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Advanced Component Testing: Kaskasia Handbrake Test PY - 2016/07//Final Report SP - 14p AB - The evaluation of a prototype remote operation handbrake showed that it can be installed on a car with only minor modifications to connect the air. This prototype did not set the emergency during any of the testing performed. The operation of the prototype worked as specified by the manufacturer. KW - Brakes KW - Evaluation and assessment KW - Impact tests KW - Installation KW - Performance tests KW - Prototypes KW - Railroad cars UR - http://www.fra.dot.gov/Elib/Document/16559 UR - https://www.fra.dot.gov/Elib/Document/16559 UR - https://trid.trb.org/view/1415841 ER - TY - RPRT AN - 01605589 AU - LaFleur, A Chris AU - Groth, Katrina M AU - Liao, Huafei AU - Lopez, Carlos AU - Muna, Alice B AU - Sandia National Laboratories AU - Federal Railroad Administration AU - Federal Railroad Administration TI - LNG Safety Assessment Evaluation Methods, Task 3 Letter Report PY - 2016/07//Final Report SP - 32p AB - Sandia National Laboratories evaluated published safety assessment methods across a variety of industries including Liquefied Natural Gas (LNG), hydrogen, land and marine transportation, as well as the US Department of Defense (DOD). All the methods were evaluated for their potential applicability for use in the LNG railroad application. After reviewing the documents, the Department of Energy (DOE) Hydrogen Safety Plan Checklist is considered the most suitable to be adapted to the LNG rail application. KW - Evaluation and assessment KW - Industries KW - Liquefied natural gas KW - Methodology KW - Railroad safety KW - Railroad transportation KW - Risk assessment KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/16555 UR - https://www.fra.dot.gov/Elib/Document/16555 UR - https://trid.trb.org/view/1415842 ER - TY - RPRT AN - 01616930 AU - Federal Railroad Administration TI - 2015 Federal Railroad Administration Report to Congress on Actions Taken to Implement Unmet Statutory Mandates and Address Open Recommendations by the National Transportation Safety Board and the Department of Transportation's Inspector General Regarding Railroad Safety PY - 2016/06 SP - 57p AB - This report responds to Section 106 of the Rail Safety Improvement Act of 2008 (RSIA), Public Law Number 110-432, Division A, 122 Statute 4848 et seq., enacted on October 16, 2008. Section 106 reads as follows: Not later than December 31, 2008, and annually thereafter, the Secretary shall transmit a report to the House of Representatives Committee on Transportation and Infrastructure and the Senate Committee on Commerce, Science, and Transportation on the specific actions taken to implement unmet statutory mandates regarding railroad safety and each open railroad safety recommendation made by the National Transportation Safety Board or the Department’s Inspector General. In preparing this report on behalf of the Secretary of Transportation, the Federal Railroad Administration (FRA) relied on the report it prepared as of December 2014 (2014 Report) and transmitted to the appropriate congressional committees to fulfill this annual requirement. Exhibit A lists FRA’s six congressional rail safety mandates that were unmet as of December 31, 2015, and actions to implement them. The following items are unmet mandates that were listed in the 2014 Report: Emergency Escape Breathing Apparatus; Alcohol and Controlled Substance Testing for Maintenance of Way Employees; Development and Use of Rail Safety Technology; Hours of Service Regulatory Authority; Railroad Safety Risk Reduction; and Safe Rail Transport of Certain Radioactive Materials. Exhibit B is a list of the 64 rail safety recommendations the National Transportation Safety Board (NTSB) issued to FRA that were open as of December 31, 2015, and a summary of FRA’s actions to address them. KW - Implementation KW - Laws and legislation KW - Office of Inspector General KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Recommendations KW - U.S. Federal Railroad Administration KW - U.S. National Transportation Safety Board UR - http://www.fra.dot.gov/Elib/Document/16766 UR - https://trid.trb.org/view/1429084 ER - TY - RPRT AN - 01605643 AU - Magel, Eric AU - National Research Council of Canada AU - Federal Railroad Administration TI - Validation of Electromagnetic Walking Stick Rail Surface Crack Measuring Systems PY - 2016/06//Final Report SP - 62p AB - A series of field studies were undertaken to evaluate electromagnetic walking stick systems and their ability to measure the depth of damage from surface breaking cracks. In total, four railroads, and four suppliers participated in the project. The walking sticks were able to determine whether cracks are present and, after multiple runs, whether crack length is increasing or declining. None of the evaluated units were able to accurately quantify crack depth. While the crack depth predictions most often exceeded the “measured/real” values, sometimes by 200 or 300%, the systems can determine where along the track (and where across the railhead) that cracking is present. This information may be useful for planning of rail grinding, monitoring and trending the progress in reducing and eliminating cracks, identifying clusters of damage at high resolution and point to localized problems with track geometry or other errors. Lastly these tools could be used to qualitatively evaluate the effectiveness of, for example, friction management, improved profiles and steels in mitigating surface fatigue. KW - Cracking KW - Electromagnetic devices KW - Evaluation KW - Field studies KW - Maintenance of way KW - Measuring methods KW - Rail (Railroads) UR - http://www.fra.dot.gov/Elib/Document/16546 UR - https://trid.trb.org/view/1415376 ER - TY - SER AN - 01603549 JO - Research Results PB - Federal Railroad Administration TI - Prototype Next Generation Frog Foundation - Preliminary Evaluation PY - 2016/06 IS - RR 16-17 SP - 5p AB - Conventional wisdom suggests that a solid or rigid one-piece frog is preferred because it is easy to maintain. However, testing and subsequent modeling demonstrated that a flexible frog (i.e., a two-piece frog split in the flangeway) produced significantly lower maximum vertical forces with the same heavy axle load traffic. In this phase of the project, the team developed, built, and tested a prototype frog and foundation. The following tasks were performed during this phase: (1) Identified existing frog designs that might be modified to produce the desired characteristics of a more flexible frog; (2) Constructed a prototype that would allow evaluation of various foundation materials and the flexible frog concept; and (3) Provided a preliminary evaluation of the prototype under 315-kip Gross Rail Load (GRL) railcar traffic. The following measurements were made in the field: track stiffness, track settlement, flangeway gap widths, wheel/rail dynamic loads, and identification and count of broken components. KW - Evaluation KW - Flanges KW - Frogs (Railroads) KW - Prototypes KW - Rolling contact KW - Settlement (Structures) KW - Stiffness KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/16082 UR - https://www.fra.dot.gov/Elib/Document/16082 UR - https://trid.trb.org/view/1412167 ER - TY - RPRT AN - 01602603 AU - Merkle, Andrew C AU - Harrigan, Timothy P AU - Johns Hopkins University, Laurel AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Research Literature Review: The Use of Air Bags for Mitigating Grade Crossing and Trespass Accidents PY - 2016/06//Final Report SP - 23p AB - This literature review will confirm prior work in the use of locomotive airbag technologies for vehicle or pedestrian collision mitigation, and to focus planned activities and tasks for this research. The state of the art in relevant technologies has been summarized to assess the feasibility of this technology and identify critical model challenges for supporting impact simulations. The literature review did not reveal any currently deployed locomotive airbag solutions. In patent literature, external airbag technology has been described for mitigation of crashes between railcars and motor vehicles, but no meaningful analysis of feasibility has been discussed in detail in scientific or professional literature. Therefore, it appears that although crash mitigation technology using airbags in front of locomotives has been conceptualized, it has not yet been rigorously engineered or implemented. KW - Air bags KW - Collision mitigation KW - Feasibility analysis KW - Literature reviews KW - Locomotives KW - State of the art UR - http://www.fra.dot.gov/Elib/Document/16200 UR - https://www.fra.dot.gov/Elib/Document/16200 UR - https://trid.trb.org/view/1412757 ER - TY - RPRT AN - 01602602 AU - Maguire, Daniel J AU - Luna, Steve AU - Transportation Technology Center, Incorporated AU - Techno First SA AU - Federal Railroad Administration TI - Installation of Active Noise Control and Active Vibration Control on Locomotive PY - 2016/06//Final Report SP - 35p AB - This project evaluated the performance of active noise control (ANC) and active vibration control (AVC) technologies using a GP40-2 locomotive located at the Transportation Technology Center (TTC) near Pueblo, CO, to determine the applicability of ANC and AVC technologies in the rail industry. Transportation Technology Center, Inc., provided support to Techno First SA engineers during the stereo recording of the engineer and conductor ear sound positions and tachometer signal during on-track operation of the locomotive pulling a freight train at TTC. It included curved track and ascending and descending a grade on the High Tonnage Loop at the Facility for Accelerated Service Testing. KW - Active noise control KW - Active vibration control KW - Locomotive operation KW - Locomotives KW - Performance tests KW - Technological innovations KW - Test facilities UR - http://www.fra.dot.gov/Elib/Document/16157 UR - https://www.fra.dot.gov/Elib/Document/16157 UR - https://trid.trb.org/view/1412578 ER - TY - RPRT AN - 01602597 AU - Rakoczy, Anna AU - Shu, Xinggao AU - Davis, David AU - Li, Dingqing AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Heavy Point Frog Performance PY - 2016/06//Final Report SP - 112p AB - Federal Railroad Administration contracted with the Transportation Technology Center, Inc., Pueblo, Colorado, to conduct an investigation of passenger vehicle performance running through heavy point frog (HPF) up to speeds of 110 mph. A NUCARS® simulation study was performed with various conditions of the track and vehicle systems, and for each case the results demonstrated that the HPF can be used successfully for Class 6 track speed with passenger equipment. The work has produced the following railroad impacts: (1) Analytical results of HPF performance with passenger equipment traveling over these sections at speeds up to 120 mph; (2) Results contribute to assessment of the potential risks and dynamic effects of HPFs; and (3) Evaluation of HPF application to high-speed rail (HSR) operations. The work has produced the following recommendations: The limited test data performed on the Chicago – St. Louis HSR line provided good validation of NUCARS simulation models. However, the test was run at 79 mph. It is recommended to perform dynamic testing with passenger equipment and test the vehicle response and wheel/rail forces going through the HPFs at speeds up to 110 mph. KW - Frogs (Railroads) KW - Heavy point frogs KW - High speed rail KW - NUCARS (Computer program) KW - Passenger cars KW - Simulation KW - Speed KW - Validation KW - Vehicle track interaction UR - http://www.fra.dot.gov/Elib/Document/16141 UR - https://www.fra.dot.gov/Elib/Document/16141 UR - https://trid.trb.org/view/1412579 ER - TY - SER AN - 01602592 JO - Research Results PB - Federal Railroad Administration TI - Ballast Degradation Characterized through Triaxial Testing PY - 2016/06 IS - RR 16-21 SP - 4p AB - Transportation Technology Center, Inc. (TTCI) has supported the development of a large-scale triaxial test device for testing ballast size aggregate materials at the University of Illinois at Urbana-Champaign (UIUC). This new test equipment uses monotonic compression and repeated load testing to characterize shear strength, resilient modulus, and permanent deformation behavior of railroad ballast materials. The investigation was performed as part of the heavy-axle-load (HAL) Track Substructure research initiative co-sponsored by the Association of American Railroads (AAR) and the Federal Railroad Administration (FRA). Preliminary test results from the triaxial test device indicated that ballast characteristics could be captured adequately at different levels of degradation. To simulate ballast degradation due to breakage and abrasion, Los Angeles (LA) abrasion tests were used to generate degraded limestone ballast samples. The laboratory sieve analysis and triaxial tests produced the following results: (1) Ballast degradation can cause significant changes in ballast grain size distributions as well as particle shape properties: LA Abrasion Tests produced particles that exhibited considerable breakdown; (2) In permanent deformation testing, the heavily degraded ballast specimen with a Selig’s Fouling Index (FI) of 40 had the highest permanent deformation compared to the other specimens of new clean ballast and degraded ballast (coarse aggregate fraction) specimen. The specimen with coarse aggregate fraction (particles larger than 3/8 inch) from the degraded ballast yielded higher permanent deformation than the new clean ballast specimen; and (3) Ballast degradation did not lead to a significant strength loss in the monotonic shear strength tests. On the contrary, under dry sample conditions, the degraded ballast specimens with or without materials finer than 3/8 inch yielded higher strength than the new clean ballast specimen. The triaxial test setup should provide a better understanding of the factors that affect ballast life-cycle and field performance. KW - Ballast (Railroads) KW - Degradation (Aggregates) KW - Los Angeles Abrasion Test KW - Railroad tracks KW - Rutting KW - Shear strength KW - Sieve analysis KW - Testing equipment KW - Triaxial shear tests UR - http://www.fra.dot.gov/Elib/Document/16179 UR - https://www.fra.dot.gov/Elib/Document/16179 UR - https://trid.trb.org/view/1412577 ER - TY - RPRT AN - 01602591 AU - Carter, Dan AU - Gonzales, Kari AU - Jones, Kerry AU - Sammon, Devin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Improved Quality Truck Castings PY - 2016/06//Final Report SP - 54p AB - A review of the car repair billing database shows that many bolsters and side frames are removed from service each year due to cracking or breaking. Derailment-related costs due to bolster and side frame failures total approximately $9 million per year. Although the number of removals may not be large in comparison to other components, the cost associated with these removals and failures is significant. To reduce the number of truck casting failures. Transportation Technology Center, Inc. (TTCI) investigated the material properties, material standards, foundry processes, nondestructive test procedures (NDT) and component design for truck castings, as well as reasons for removing castings from service, to determine possible areas for improvement. Mechanical testing was conducted on castings from seven foundries. After this testing, bolsters from three of these foundries were made with alternate chemistries and heat treatments for mechanical testing, and then TTCI determined whether these changes improved the toughness of the steel. KW - Bolsters KW - Car trucks (Railroads) KW - Derailments KW - Failure KW - Fracture properties KW - Mechanical tests KW - Railroad cars KW - Side frames KW - Steel castings UR - http://www.fra.dot.gov/Elib/Document/16140 UR - https://www.fra.dot.gov/Elib/Document/16140 UR - https://trid.trb.org/view/1412580 ER - TY - RPRT AN - 01603632 AU - Davis, David AU - Jimenez, Rafael AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Next Generation Foundations for Special Trackwork - Phase III PY - 2016/05//Final Report SP - 100p AB - Transportation Technology Center, Inc. (TTCI) conducted a series of tests, funded by the Federal Railroad Administration, which evaluated the potential beneficial effects of various configurations of high angle frogs and frog foundations on wheel-rail vertical forces and frog performance. The tests were conducted under 315,000-pound cars with nominal 39-ton axle loads at the High Tonnage Loop of the Facility for Accelerated Service Testing at the Transportation Technology Center in Pueblo, Colorado. Results from previous phases of this project were used to develop this testing plan, and the project had previously determined that track stiffness, track damping and frog flexibility (i.e., the capability for differential vertical movement between opposite sides of the frog across the flangeway) affects wheel-rail vertical forces. A prototype crossing diamond was built using an existing design that offered the potential for increasing frog flexibility, while the commercially available straight rail reversible design was modified to add rail seat pads of various configurations above the frog platework. Additionally, the team developed options for joining the four castings that make up each frog. These options allowed assessment of frog flexibility on wheel-rail forces and frog performance. A total of 14 frog configurations were evaluated over about 70 MGT. KW - Axle loads KW - Evaluation and assessment KW - Flexibility KW - Frogs (Railroads) KW - Prototype tests KW - Rolling contact KW - Tie pads UR - http://www.fra.dot.gov/Elib/Document/15785 UR - https://www.fra.dot.gov/Elib/Document/15785 UR - https://trid.trb.org/view/1409631 ER - TY - RPRT AN - 01603518 AU - Nast, Thomas AU - Baker, Jennifer AU - Ramos, Aaron AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Positive Train Control Radio Desense Mitigation Test: Research Phase 1 PY - 2016/05//Final Report SP - 94p AB - Final report for Positive Train Control (PTC) Desense Mitigation Test Research project includes description of Northeast Corridor (NEC) PTC deployments, PTC radio desense scenarios, PTC radio desense mitigation approaches, PTC radio desense mitigation trade study, and recommendations. The trade study identified adaptive interference canceller (AIC) technology and radio frequency (RF) filters, hardened to withstand locomotive environmental conditions, as solutions with the potential to mitigate each of the PTC radio desense scenarios affecting locomotives operating on the NEC, with minimal impact of existing PTC system hardware and software. Signal cancellation via phased antenna placement was identified as a method that can be used in conjunction with either AIC technology or RF filters to enhance PTC radio desense mitigation performance. KW - Locomotives KW - Northeast Corridor KW - Positive train control KW - Radio frequency interference KW - Recommendations UR - http://www.fra.dot.gov/Elib/Document/15787 UR - https://www.fra.dot.gov/Elib/Document/15787 UR - https://trid.trb.org/view/1410337 ER - TY - RPRT AN - 01599867 AU - Trent, Robert AU - Prabhakaran, Anand AU - Brabb, David AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Full-Scale Tank Car Rollover Tests – Survivability of Top Fittings and Top Fittings Protective Structures PY - 2016/05//Final Report SP - 59p AB - Full-scale rollover crash tests were performed on three non-pressure tank carbodies to validate previous analytical work and determine the effectiveness of two different types of protective structures in protecting the top fittings. The tests were performed with three different tank cars: 1) an unprotected base case car, 2) a base case car with an added protective skid weldment, and 3) a base car with an added protective bolt-on sleeve on the unloading nozzle with a reinforcing cone. Test conditions such as the impacting speed and angle were controlled by pivoting the carbodies in a fixture about a fixed axis and the fittings (or protective structures) impacted a concrete target pad. Before each test, proper test conditions and parameters were determined by Dynamic Finite Element analysis. These tests establish that the skid and bolt-on sleeve concepts are efficient and practical methods for protecting top fittings on non-pressure cars from failure (and lading release) during rollover derailments. The demonstrated concepts can be developed into application-specific designs by tank car builders and implemented on tank cars as appropriate. KW - Derailments KW - Finite element method KW - Fittings KW - Impact tests KW - Rollover crashes KW - Tank cars KW - Vehicle design KW - Weldments UR - http://www.fra.dot.gov/Elib/Document/15777 UR - https://www.fra.dot.gov/Elib/Document/15777 UR - https://trid.trb.org/view/1407785 ER - TY - RPRT AN - 01599305 AU - Nast, Thomas AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Employee-In-Charge Portable Remote Terminal Phases 3 and 4 Summary Report PY - 2016/05//Final Report SP - 24p AB - Under Federal Railroad Administration Task Order 257, Transportation Technology Center, Inc. partnered with BNSF Railway Company to complete Builds 1 and 2 of the Employee-In-Charge (EIC) portable remote control (PRT) application software and to successfully integrate and test the EIC PRT Build 2 application with Electronic Train Management System. The EIC PRT system provides an EIC of maintenance of way workers with an interface to the host Positive Train Control (PTC) system to enforce the train entry into protected work areas and speed of trains operating within work areas. The EIC PRT Build 1 application, completed in Phase 3, implemented a minimum set of functions. EIC PRT Build 2, completed in project Phase 4a of the project, expanded the function set to improve usability by roadway workers. Project Phases 3 and 4a included systems engineering, safety engineering, and software engineering tasks. KW - BNSF Railway KW - Communication systems KW - Employees KW - Maintenance of way KW - Occupational safety KW - Portable equipment KW - Positive train control KW - Remote control UR - http://www.fra.dot.gov/Elib/Document/15776 UR - https://trid.trb.org/view/1406944 ER - TY - SER AN - 01599302 JO - Research Results PB - Federal Railroad Administration TI - Analysis of Grade Crossing Accidents Resulting in Injuries and Fatalities PY - 2016/05 IS - RR 16-10 SP - 4p AB - In 2015, 277 individuals died at railroad crossings. This figure is down from 294 in 2014 and 290 in 2013. Nearly all of these deaths are preventable, as 94 percent of train-vehicle collisions can be attributed to driver behavior or poor judgment. The Federal Railroad Administration (FRA) issues and enforces regulations on grade crossing safety and sponsors research aimed at reducing grade crossing accidents and fatalities. A better understanding of human behavior in the highway vehicle during these incidents could significantly improve the strategies employed to reduce grade crossing incidents. FRA’s Office of Research, Development & Technology provided funding to Sharma & Associates (Sharma) to conduct a two-phase study on the human factors issues related to grade crossing accidents. This report describes trends and correlations resulting from an in-depth analysis of highway-rail grade crossing accidents between 2005 and 2014. A future report will describe the incorporation of these analyses into a predictive model of grade crossing accidents. KW - Behavior KW - Crash characteristics KW - Crash rates KW - Drivers KW - Fatalities KW - Highway safety KW - Human factors in crashes KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Trend (Statistics) UR - http://www.fra.dot.gov/Elib/Document/15767 UR - https://trid.trb.org/view/1407337 ER - TY - RPRT AN - 01599300 AU - Garcia, Greg AU - Welander, Lucas AU - Rummel, Ward AU - Gonzalez, Francisco AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Probability of Detection Evaluation Results for Railroad Tank Cars PY - 2016/05//Final Report SP - 94p AB - The Transportation Technology Center, Inc. (TTCI) used the approach developed for the National Aeronautics and Space Association to determine the probability of detection (POD) for various nondestructive test (NDT) methods used during inspection of railroad tank cars. The Federal Railroad Administration and TTCI, along with industry participation, have performed NDT PODs on tank car circumferential butt welds, longitudinal fillet welds and leak test samples requiring inspection under the Code of Federal Regulations. This report provides the quantitative results obtained during this research effort, which addresses system safety and risk analysis during handling and transportation of railroad tank cars that carry hazardous materials. KW - Defects KW - Detection and identification KW - Evaluation KW - Inspection KW - Leak tests KW - Nondestructive tests KW - Probability KW - Risk analysis KW - Tank cars KW - Welds UR - https://www.fra.dot.gov/Elib/Document/15778 UR - https://trid.trb.org/view/1407806 ER - TY - RPRT AN - 01598930 AU - Stewart, Monique AU - Parker, Lloyd AU - T. White Parker Associates, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Railroad Industry Modal Profile: An Outline of the Railroad Industry Workforce Trends, Challenges, and Opportunities - Update PY - 2016/04//Technical Report SP - 41p AB - In 2011, the Federal Railroad Administration (FRA) Office of Research, Development, and Technology (RD&T) published the first edition of the “Railroad Industry Modal Profile: An Outline of the Railroad Industry Workforce Trends, Challenges, and Opportunities” in response to the Department of Transportation (DOT) National Transportation Workforce Initiative. The profile provided a comprehensive assessment of the railroad workforce and identified six key workforce challenges facing the industry at that time. Since the initial publication, the profile has been widely used as a source of information and insight regarding railroad industry workforce development. Thus, the FRA Office of RD&T determined that it should be updated periodically to reflect the latest industry trends, issues, and best practices. Recently, the FRA Office of RD&T conducted another analysis to gauge the current and future state of the industry’s workforce based on available quantitative employment data and industry stakeholder dialogs, which led to the identification of the following key workforce challenges. Although it is not the FRA’s intent to solve these challenges, the FRA continues to foster industry collaboration to increase the visibility of key issues and innovative workforce development initiatives. KW - Age KW - Diversity in the workplace KW - Labor force KW - Personnel retention KW - Railroads KW - Recruiting KW - Training KW - Trend (Statistics) KW - Workforce data KW - Workforce development UR - http://www.fra.dot.gov/Elib/Document/15714 UR - https://trid.trb.org/view/1405369 ER - TY - SER AN - 01598928 JO - Research Results PB - Federal Railroad Administration TI - C³RS is Implementing Corrective Actions and Expanding Within the Railroad Industry PY - 2016/04 IS - RR 16-08 SP - 4p AB - As the Federal Railroad Administration (FRA) implements the Confidential Close Call Reporting System (C³RS), FRA has been sponsoring a Lessons Learned Team (LLT) that seeks to answer three questions: 1. What conditions are necessary to implement C³RS successfully? 2. What is the impact of C³RS on safety and safety culture? 3. What factors help sustain C³RS over time? Participants in the pilot program include Union Pacific Railroad (UP), Canadian Pacific Railway (CP), New Jersey Transit (NJT), and Amtrak. Each railroad’s study is five years long. The LLT is publishing Research Results Reports that provide the public with the evaluation’s findings. This report contains findings from across the sites using these data sources: (1) interviews with stakeholders and (2) redacted C³RS program data. KW - Amtrak KW - Canadian Pacific Railway Company KW - Close calls KW - Confidential Close Call Reporting System KW - Implementation KW - Lessons learned KW - New Jersey Transit KW - Railroads KW - Safety KW - Safety culture KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/15713 UR - https://trid.trb.org/view/1405370 ER - TY - RPRT AN - 01596711 AU - Stufflebeam, Daniel L AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Manual for Research, Development and Technology Program and Project Evaluations PY - 2016/04//Final Report SP - 59p AB - This manual provides the Federal Railroad Administration’s (FRA) Office of Research, Development and Technology (RD&T) a framework, standards, and procedures for planning, conducting, reporting, and using sound evaluations of RD&T’s projects for improving railroad safety. KW - Evaluation and assessment KW - Manuals KW - Project management KW - Railroad safety KW - Research management KW - Stakeholders KW - Standards KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/15703 UR - https://trid.trb.org/view/1403765 ER - TY - RPRT AN - 01596704 AU - Van Alstine, Daniel G AU - Montgomery, David T AU - Caterpillar, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Investigation of an Anti-Knock Index and Hydrocarbon Emissions of Various Natural Gas Blends PY - 2016/04//Final Report SP - 34p AB - The North American rail industry is examining the use of natural gas to reduce fuel costs for locomotives that are powered by dual fuel engines. This report evaluates the ability of an existing methane number algorithm to predict rapid combustion in a dual fuel engine. The Methane Number index, which quantifies the propensity of a gaseous fuel to autoignite, has the ability to well-characterize engine knock in spark-ignited combustion. However, the ability of the methane number, which was originally developed for spark-ignited engines, to predict a fuel’s “knock” behavior in dual fuel combustion is not fully understood. Specialized natural gas fuel blends are tested in a dual fuel engine and induced to rapid combustion. For fuels that should exhibit similar knock behavior, the transitions to rapid combustion occurred at significantly different conditions. This demonstrated that the existing methane number algorithm, while excellent for spark-ignited engines, did not fully predict the propensity for rapid combustion to occur in a dual fuel engine within the scope of this study. In its current form, a methane number algorithm can be used to conservatively rate dual fuel engines. It is possible that a new reactivity index for dual fuel combustion might allow ratings to be less conservative. KW - Algorithms KW - Combustion KW - Dual powered locomotives KW - Engine knock KW - Hydrocarbons KW - Locomotives KW - Natural gas KW - Pollutants UR - http://www.fra.dot.gov/Elib/Document/15704 UR - https://trid.trb.org/view/1403764 ER - TY - RPRT AN - 01593936 AU - Horton, Suzanne AU - Foderaro, Frank AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Law Enforcement Strategies for Preventing Rail Trespassing Risk Factors PY - 2016/03//Final Report SP - 31p AB - The Volpe Center has investigated law enforcement methods that have successfully prevented trespassing along the railroad right of way. The types of law enforcement strategies currently being used and procedures followed in the field are documented, along with any findings on the effectiveness of these approaches. The end result of this effort is to produce a compilation of available procedures, best practices, data sources and findings to inform effective law enforcement rail trespass prevention programs. KW - Best practices KW - Law enforcement KW - Prevention KW - Railroad safety KW - Railroads KW - Right of way (Land) KW - State of the practice KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/15647 UR - http://ntl.bts.gov/lib/57000/57000/57047/Law_Enforcement_Strategies.pdf UR - https://trid.trb.org/view/1400245 ER - TY - SER AN - 01593717 JO - Research Results PB - Federal Railroad Administration TI - Short Line Safety Institute Pilot Safety Culture Assessment Project: Development of Assessment Tools PY - 2016/03 IS - RR 16-03 SP - 4p AB - The American Short Line and Regional Railroad Association (ASLRRA), with the support of the Federal Railroad Administration (FRA) Office of Research, Development, and Technology (RD&T), are implementing a Short Line Safety Institute. The ASLRRA and FRA initiated the Institute with a Pilot Safety Culture Assessment Project (Pilot Project), which is focused on short line and regional railroads that transport crude oil. FRA RD&T worked with the University of Connecticut (UCONN) to develop a suite of safety culture assessment tools that included a web-based safety culture survey instrument, field conformance checklists, and interview protocols. This report describes UCONN's process for developing and pilot testing the web-based safety culture survey. KW - Crude oil KW - Evaluation and assessment KW - Railroad safety KW - Regional railroads KW - Safety culture KW - Short line railroads KW - Surveys UR - https://www.fra.dot.gov/Elib/Document/15650 UR - https://trid.trb.org/view/1400134 ER - TY - RPRT AN - 01599166 AU - Hellman, Adrian D AU - Lamplugh, Aaron AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Evaluation of LED Sign Technology at a Passive Highway-Rail Grade Crossing PY - 2016/02//Final Report SP - 64p AB - The U.S. Department of Transportation’s (DOT) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of DOT’s Federal Railroad Administration (FRA) Office of Research, Development, and Technology (ORD), conducted a research study that evaluated the effectiveness of light-emitting diode (LED) regulatory signs at a passive highway-rail grade crossing. In this study, a grade crossing in Swanton, Vermont had its existing Grade Crossing Crossbuck (R15-1) signs and Advance Warning signs (AWSs) (W10-1) replaced with flashing LED-equipped signs. Vehicle speed profiles were measured at four locations on the northbound approach lane of the crossing in three phases: with the original signs prior to any changes at the crossing, after the LED enhanced Crossbuck signs were installed, and after the LED enhanced AWSs were installed. Daytime and night-time data samples were analyzed separately. After the LED enhanced Crossbuck signs were installed, test results showed: 1) a statistically significant decrease of 2.9-3.3 mph in mean vehicle speed at night at the four measurement locations and 2) improvements of 1.5%-2.5% in the rate of mean vehicle speed decrease for both the daytime and nighttime data sets. KW - Before and after studies KW - Evaluation KW - Light emitting diodes KW - Periods of the day KW - Railroad grade crossings KW - Regulatory signs KW - Speed KW - Swanton (Vermont) KW - Warning signs UR - http://ntl.bts.gov/lib/59000/59100/59164/Evaluation_of_LED_Sign_Technology.pdf UR - https://trid.trb.org/view/1404757 ER - TY - CONF AN - 01599158 JO - Transportation Research E-Circular PB - Transportation Research Board AU - Stahl, Leslie AU - Filosa, Gina AU - Lawless, Emily AU - Poe, Carson TI - Surface Transportation System Resilience to Climate Change and Extreme Weather Events: First International Conference PY - 2016/02 IS - E-C204 SP - 82p AB - In collaboration with the Federal Highway Administration and the Federal Transit Administration, the Transportation Research Board organized the First International Conference on Surface Transportation System Resilience to Climate Change and Extreme Weather Events to promote dialogue on research, implementation, and lessons learned. The inaugural conference, which was held September 16–18, 2015, and webcast live from Washington, D.C., convened more than 500 experts from across the world to explore state-of-the-art research and emerging practices and policies on adapting surface transportation networks to the potential impacts of climate change and extreme weather events. This report summarizes the conference. Through a mix of plenary sessions, technical discussions in breakout sessions, and informal information exchanges, attendees explored the efforts of government, private sector, academia, business, and nonprofit organizations to bring the consideration of climate change and extreme weather resilience into the mainstream of all aspects of transportation decision making. Special focus was given to the development and application of climate information and innovative tools. U1 - Surface Transportation System Resilience to Climate Change and Extreme Weather Events: First International ConferenceTransportation Research BoardFederal Highway AdministrationFederal Railroad AdministrationAmerican Association of State Highway & Transportation OfficialsWSP-Parsons BrinckerhoffWashington,District of Columbia,United States StartDate:20150916 EndDate:20150918 Sponsors:Transportation Research Board, Federal Highway Administration, Federal Railroad Administration, American Association of State Highway & Transportation Officials, WSP-Parsons Brinckerhoff KW - Climate change KW - Conferences KW - Disaster preparedness KW - Disasters KW - Resilience (Adaptability) KW - Weather conditions UR - http://www.trb.org/Publications/Blurbs/174026.aspx UR - https://trid.trb.org/view/1407689 ER - TY - SER AN - 01592050 JO - Research Results PB - Federal Railroad Administration TI - C³RS: Midterm Accomplishments at Another Site and Success Factors Across Sites PY - 2016/02 IS - 15-44 SP - 4p AB - The Federal Railroad Administration (FRA) has been implementing the Confidential Close Call Reporting System (C³RS). This reporting system includes: Confidential reporting; Root-cause-analysis problem solving by a Peer Review Team (PRT) comprising labor, management, and FRA; Implementation and review of corrective actions, some locally, and others system-wide with the help of a Support Team made up of senior managers; Tracking the results of change; and Reporting the results of change. Demonstration pilot sites for C³RS were set up at Union Pacific Railroad (UP); Canadian Pacific Railway (CP); New Jersey Transit (NJT); and Amtrak. FRA is sponsoring a rigorous evaluation of C³RS in order to answer three questions: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS? This evaluation has been organized into baseline, midterm, and final time periods at each site. To protect company confidentiality, specific sites are not identified in the findings. This report is part of a series of Research Results that will provide the public with the evaluation’s findings. This paper contains 1) findings at one demonstration site (Site A), which are based on interviews with stakeholders and redacted C³RS program data, as well as 2) cross-site findings from several other sites. KW - Amtrak KW - Canadian Pacific Railway Company KW - Crash reports KW - Demonstration projects KW - Evaluation KW - Implementation KW - Near miss collisions (Ground transportation) KW - New Jersey Transit KW - Railroad safety KW - Stakeholders KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/15634 UR - https://trid.trb.org/view/1398660 ER - TY - RPRT AN - 01599242 AU - Kohli, Vijay AU - Hudock, David AU - Fulcrom Corporation AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Railroad Track Inspection Interface Demonstration PY - 2016/01//Final Report SP - 22p AB - This project developed a track data user interface utilizing the Google Glass optical display device. The interface allows the user to recall data stored remotely and view the data on the Google Glass. The technical effort required developing a communication link between the Google Glass and a cellular telephone. Fulcrum Corp. demonstrated the interface between Google Glass and the Federal Railroad Administration's (FRA’s) track geometry data housed at FRA Headquarters. The laboratory demonstration used a simulated section of track with simulated data that were subjected to enhanced tolerances to create exceptions (TRL 4). Future work would involve a validation of the interface in a relevant work environment, on actual tracks with experienced track inspectors (TRL 5). KW - Google Glass KW - Information display systems KW - Inspection KW - Mobile applications KW - Railroad tracks KW - Real time information KW - Simulation KW - User interfaces (Computer science) UR - https://www.fra.dot.gov/Elib/Document/15618 UR - https://trid.trb.org/view/1407805 ER - TY - CONF AN - 01610905 AU - Marquis, Brian AU - Greif, Robert AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Dynamic Wheel-Rail Forces on Mismatched Joints with Ramps PY - 2016 SP - 7p AB - The discontinuity between rail ends at a joint creates dynamic wheel-rail forces (i.e. high impact forces and wheel unloading) that can result in a range of problems including wear, deterioration, and early failure of the track structure, its components, and passing equipment. Under certain circumstances, railroads are introducing ramps (by grinding or welding) to reduce the mismatch discontinuity and produce a smoother transition in order to mitigate these dynamic wheel-rail forces. In this paper, analyses are conducted to estimate dynamic wheel-rail forces at joints having ramps and mismatches of various sizes using simplified models along with detailed NUCARS models for comparative purposes. Parametric studies are conducted to examine the effects of ramp length, direction of travel, mismatch height, and equipment speed (track class). Plots of primary shock-response-spectrum (maximum impact force on the ramp), residual shock-response-spectrum (maximum impact force after the ramp), and minimum wheel force (i.e. wheel unloading) are developed to provide guidelines on ramp length (H-rule) in order to control the maximum force by track class. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Design KW - Dynamic loads KW - Parametric analysis KW - Rail joints KW - Railroad tracks KW - Ramps KW - Rolling contact UR - http://ntl.bts.gov/lib/59000/59100/59169/JRC2016-5734.pdf UR - https://trid.trb.org/view/1415768 ER - TY - CONF AN - 01610897 AU - Yu, Hailing AU - Jeong, David AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Finite Element Bond Modeling for Indented Wires in Pretensioned Concrete Crossties PY - 2016 SP - 10p AB - Indented wires have been increasingly employed by concrete crosstie manufacturers to improve the bond between prestressing steel reinforcements and concrete, as bond can affect several critical performance measures, including transfer length, splitting propensity and flexural moment capacity of concrete ties. While extensive experimental testing has been conducted at Kansas State University (KSU) to obtain bond characteristics of about a dozen commonly used prestressing wires, this paper develops macro-scale or phenomenological finite element bond models for three typical wires with spiral or chevron indent patterns. The steel wire-concrete interface is homogenized and represented with a thin layer of cohesive elements sandwiched between steel and concrete elements. The cohesive elements are assigned traction-displacement constitutive or bond relations that are defined in terms of normal and shear stresses versus interfacial dilatation and slip within the elasto-plastic framework. A yield function expressed in quadratic form of shear stress and linear form of normal stress is adopted. The yield function takes into account the adhesive mechanism and hardens in the post-adhesive stage. The plastic flow rule is defined such that the plastic dilatation evolves with the plastic slip. The mathematical forms of the yield and plastic flow functions are the same for all three wire types, but the bond parameters are specific for each wire. The adhesive, hardening and dilatational bond parameters are determined for each wire type based on untensioned pullout tests and pretensioned prism tests conducted at KSU. Simulation results using these bond models are further verified with surface strain data measured on actual concrete crossties made with the three respective prestressing wires at a tie manufacturing plant. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Bond strength (Materials) KW - Bonding KW - Finite element method KW - Prestressed concrete ties KW - Railroad ties KW - Simulation KW - Stresses KW - Wire UR - http://ntl.bts.gov/lib/59000/59100/59170/JRC2016-5782.pdf UR - https://trid.trb.org/view/1415770 ER - TY - CONF AN - 01610867 AU - Jeong, David Y AU - Carolan, Michael E AU - Perlman, Benjamin AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - On Railroad Tank Car Puncture Performance: Part II - Estimating Metrics PY - 2016 SP - 11p AB - This paper is the second in a two-part series on the puncture performance of railroad tank cars carrying hazardous materials in the event of an accident. Various metrics are often mentioned in the open literature to characterize the structural performance of tank cars under accident loading conditions. One of the consequences in terms of structural damage to the tank during accidents is puncture. This two-part series of papers focuses on four metrics to quantify the performance of tank cars against the threat of puncture: (1) speed, (2) force, (3) energy, and (4) conditional probability of release. In Part I, generalized tank car impact scenarios were illustrated. Particular focus is given to the generalized shell impact scenario because performance-based requirements for shell puncture resistance are being considered by the regulatory agencies in United States and Canada. Definitions for the four performance metrics were given. Physical and mathematical relationships among these metrics were outlined. Strengths and limitations of these performance metrics were discussed. In this paper (Part II), the multi-disciplinary approach to develop engineering tools to estimate the performance metrics is described. The complementary connection between testing and modeling is emphasized. Puncture performance metrics, which were estimated from other sources, are compared for different tank car designs. These comparisons are presented to interpret the metrics from a probabilistic point of view. In addition, sensitivity of the metrics to the operational and design factors is examined qualitatively. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Alternatives analysis KW - Estimating KW - Hazardous materials KW - Metrics (Quantitative assessment) KW - Puncture resistance KW - Railroad safety KW - Tank cars KW - Vehicle design UR - http://ntl.bts.gov/lib/59000/59100/59168/JRC2016-5713.pdf UR - https://trid.trb.org/view/1415772 ER - TY - CONF AN - 01610855 AU - Jeong, David Y AU - Perlman, Benjamin AU - Alexy, Karl AU - González, Francisco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - On Railroad Tank Car Puncture Performance: Part I - Considering Metrics PY - 2016 SP - 9p AB - This paper is the first in a two-part series on the puncture performance of railroad tank cars carrying hazardous materials in the event of an accident. Various metrics are often mentioned in the open literature to characterize the structural performance of tank cars under accident loading conditions. One of the consequences in terms of structural damage to the tank during accidents is puncture. This two-part series of papers focuses on four metrics to quantify the performance of tank cars against the threat of puncture: (1) speed, (2) force, (3) energy, and (4) conditional probability of release. In this paper (Part I), generalized tank car impact scenarios are illustrated. Particular focus is given to the generalized shell impact scenario because performance-based requirements for shell puncture resistance are being considered by the regulatory agencies in United States and Canada. Definitions for the four performance metrics are given. Physical and mathematical relationships among these metrics are outlined. Strengths and limitations of these performance metrics are discussed. In Part II, the multi-disciplinary approach to develop engineering tools to estimate the performance metrics will be described. The complementary connection between testing and modeling will be emphasized. Puncture performance metrics, which were estimated from other sources, will be compared for different tank car designs. These comparisons will be presented to interpret the metrics from a probabilistic point of view. In addition, sensitivity of the metrics to the operational and design factors will be examined qualitatively. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Hazardous materials KW - Impact KW - Metrics (Quantitative assessment) KW - Puncture resistance KW - Railroad safety KW - Shells (Structural forms) KW - Tank cars UR - http://ntl.bts.gov/lib/59000/59100/59167/JRC2016-5712.pdf UR - https://trid.trb.org/view/1415771 ER - TY - CONF AN - 01610815 AU - Frison, Benjamin AU - Jeong, David Y AU - Washington Metropolitan Area Transit Authority AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Rail Integrity Experience on the Washington Metro System PY - 2016 SP - 9p AB - The Washington Metropolitan Area Transit Authority (WMATA) provides passenger rail service to the nation’s capital. Although the rail system carries only passenger trains, the rail integrity issues that WMATA must manage are similar to those that freight railroads also face. These issues include occurrences of broken rail from internal rail head defects, detection of such defects, and repair of the rail to restore service. Another example is the development of damage on the running surface of the rail, called rolling contact fatigue (RCF). Such surface damage is known to adversely affect the detection of internal rail head defects beneath RCF conditions. While WMATA’s rail integrity issues may be similar to those that freight railroads also encounter, the management of such issues are different, which are also discussed in this paper. This paper describes the recent experience of broken rails on the WMATA rail system. In addition, results from engineering fracture mechanics analyses are presented to help understand how operational, environmental, design, and maintenance factors influence rail failure. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Failure KW - Fracture mechanics KW - Maintenance of way KW - Passenger trains KW - Rail (Railroads) KW - Rolling contact KW - Washington Metropolitan Area Transit Authority UR - http://ntl.bts.gov/lib/59000/59100/59166/JRC2016-5710.pdf UR - https://trid.trb.org/view/1415773 ER - TY - CONF AN - 01610812 AU - Yu, Hailing AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Estimating Deterioration in the Concrete Tie-Ballast Interface Based on Vertical Tie Deflection Profile: A Numerical Study PY - 2016 SP - 9p AB - In ballasted concrete tie track, the tie-ballast interface can deteriorate resulting in concrete tie bottom abrasion, ballast pulverization and/or voids in tie-ballast interfaces. Tie-ballast voids toward tie ends can lead to unfavorable center binding support conditions that can result in premature concrete tie failure and possible train derailment. Direct detection of these conditions is difficult. There is a strong interest in assessing the concrete tie-ballast interface conditions indirectly using measured vertical deflections. This paper seeks to establish a link between the vertical deflection profile of a concrete tie top surface and the tie-ballast interface condition using the finite element analysis (FEA) method. The work presented in this paper demonstrates the potential of using the vertical deflection profile of concrete tie top surfaces to assess deteriorations in the tie-ballast interface. The simulation results further help to clarify minimum technical requirements on inspection technologies that measure concrete tie vertical deflection profiles. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Ballast (Railroads) KW - Deflection KW - Deterioration KW - Finite element method KW - Interfaces KW - Numerical analysis KW - Railroad ties KW - Simulation UR - http://ntl.bts.gov/lib/59000/59100/59171/JRC2016-5783.pdf UR - https://trid.trb.org/view/1415769 ER - TY - CONF AN - 01610784 AU - Tunna, John AU - Jeong, David AU - Gordon, Jeff AU - Patrick, Carlo AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - Controls to Eliminate Broken Rails in Service PY - 2016 SP - 9p AB - Broken rails in freight and passenger revenue service occur due to single, or combinations of, faults or failures of various kinds. These may occur due to limitations inherent in the rail defect inspection process, track maintenance and renewal practices, and may also arise due to changes in operating conditions. The Government and the industry have developed regulations, standards and procedures to control these issues and reduce broken rail occurrences. This paper presents a broken rail fault tree as a way of visualizing the problem. It describes current controls and shows how they map onto the fault tree. Examples of recent broken rail derailments are used to illustrate the fault tree. Lessons learned are used to identify areas where further tightening of controls or the imposition of new controls may be required to further reduce the number of, and potentially eliminate, broken rails in service. U1 - 2016 Joint Rail Conference (JRC2016)American Society of Mechanical EngineersTransportation Research BoardColumbia,South Carolina,United States StartDate:20160412 EndDate:20160415 Sponsors:American Society of Mechanical Engineers, Transportation Research Board KW - Best practices KW - Defects KW - Derailments KW - Fault tree analysis KW - Maintenance of way KW - Rail (Railroads) KW - Railroad safety KW - Regulations UR - http://ntl.bts.gov/lib/59000/59100/59165/JRC2016-5705.pdf UR - https://trid.trb.org/view/1415767 ER - TY - SER AN - 01583643 JO - Research Results PB - Federal Railroad Administration AU - Harrison, James A TI - 2015 ROW Fatality & Trespass Prevention Workshop PY - 2015/12 IS - 15-42 SP - 4p AB - Trespassing along railroad rights-of-way (ROW) is the leading cause of rail-related deaths. More than 500 preventable trespass fatalities and nearly as many injuries occur each year in the United States, and most of these incidents involve pedestrians. Based on the successful 2008 and 2012 ROW Fatality and Trespass Prevention Workshops, the U.S. Department of Transportation (US DOT) Federal Railroad Administration (FRA) sponsored a third ROW Fatality and Trespass Prevention Workshop from August 4-6, 2015 in Charlotte, North Carolina. The workshop’s program was presented by rail experts and safety professionals who shared their ideas on key issues, best practices, technical developments, human behavior, law enforcement, and public education and awareness outreach methods and techniques related to trespass prevention. The participants represented Federal, State, and local governments, freight and passenger railroads, transit agencies, labor unions, academia, nonprofit organizations, and consultants. Other nations were represented including the UK and Canada. The workshop concluded with the development of 24 high priority recommended actions across five topic areas. KW - Best practices KW - Fatalities KW - Pedestrians KW - Prevention KW - Railroad safety KW - Railroads KW - Right of way (Land) KW - Stakeholders KW - Trespassers KW - Workshops UR - https://www.fra.dot.gov/Elib/Document/15550 UR - http://ntl.bts.gov/lib/56000/56700/56758/RR_2015_Trespass_Workshop.pdf UR - https://trid.trb.org/view/1376970 ER - TY - RPRT AN - 01583637 AU - Derkowski, Paul AU - Clark, Steve AU - Sturt, Richard AU - Keylin, Alexander AU - Baker, Chris AU - Vardy, Alan AU - Wilson, Nicholas AU - Arup AU - Transportation Technology Center, Incorporated AU - University of Birmingham, Edgbaston AU - Dundee Tunnel Research AU - Federal Railroad Administration TI - High-Speed Rail Aerodynamic Assessment and Mitigation Report PY - 2015/12//Final Report SP - 260p AB - This report advances the current state of knowledge, as well as shared understanding and evaluation of present procedures used to mitigate the impacts effects from high-speed trains (HST) operating at speeds between 110 mph and 250 mph. This work gathers and summarizes existing international knowledge and standards and forms the basis for a future design and mitigation guidance manual. KW - Aerodynamics KW - Evaluation and assessment KW - High speed rail KW - Impact KW - Literature reviews KW - Railroad safety KW - Standards UR - https://www.fra.dot.gov/eLib/Details/L17283 UR - https://trid.trb.org/view/1376969 ER - TY - RPRT AN - 01583619 AU - Howarth, Lawrence AU - Leiss, Erick AU - Madera, James AU - Navmar Applied Sciences Corporation AU - Federal Railroad Administration TI - Wheel Load Cycle Tag for Rail PY - 2015/12//Final Report SP - 43p AB - The Federal Railroad Administration (FRA) has determined that there is a research need to collect and analyze statistical usage data to help ascertain the cumulative load-induced fatigue on rail track segments. The estimation of rail segment burdening through the determination of loaded or unloaded wheel passages is aided by obtaining totalized statistical counts that can serve as an early indication of potential track failures. This research focused on designing and extensively testing a small, self-powered track assessment gauge (TAG) device that was installed directly to the web of the track rail. This device was designed to tabulate train wheel passages and associate an “empty” or “loaded” status with passage of rolling trains. The measured statistical data was stored internally to the device and was field accessible for recovery via a non-contact hand-held unit. Additional testing is needed to confirm the actual power consumption during operation and sleep modes, and verify the operation and accuracy of the TAG unit in varied track/roadbed conditions. KW - Data collection KW - Fatigue (Mechanics) KW - Field tests KW - Laboratory tests KW - Loads KW - Measuring instruments KW - Railroad tracks KW - Rolling contact KW - Wheelsets (Railroads) UR - https://www.fra.dot.gov/Elib/Document/15552 UR - https://trid.trb.org/view/1376972 ER - TY - RPRT AN - 01583534 AU - Rockwell Collins AU - Federal Railroad Administration TI - Positive Train Control Interoperability and Networking Research PY - 2015/12//Final Report SP - 73p AB - This document describes the initial development of an ITC PTC Shared Network (IPSN), a hosted environment to support the distribution, configuration management, and IT governance of Interoperable Train Control (ITC) Positive Train Control (PTC) systems between short line and commuter railroads and Class I railroads. This effort is focused on ITC-compliant Interoperable Electronic Train Management System (I-ETMS) PTC Systems, which will allow the IPSN to support interoperability for train initialization and PTC-supported operations between tenant railroads and their host railroad partners and between host railroads while operating in each other’s territory. KW - Communication systems KW - Data communications KW - Interoperability KW - Laboratory tests KW - Positive train control KW - Railroads UR - https://www.fra.dot.gov/Elib/Document/15549 UR - https://trid.trb.org/view/1376971 ER - TY - RPRT AN - 01613751 AU - Campbell, Tom AU - Parida, Basant AU - Zaouk, Abdullatif K AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Locomotive Fuel Vapor Reclamation Fuel Vapor Reclamation System Field Evaluation and Cost-Benefit Analysis PY - 2015/10/21/Final Report SP - 79p AB - This report summarizes the results of the work performed to install a diesel vapor reclamation unit (DVRU) on an SD70 MAC locomotive of BNSF Railways and its performance evaluation during freight railroad service. One complete DVRU with several sensors for monitoring fuel and ambient temperatures as well as the fuel vapor-to-air ratio was installed on BNSF9674. An electronics control unit with digital data acquisition and wireless communication over mobile network and internet constituted the remote DVRU data monitoring system. As BNSF9674 was deployed over its freight carrying routes, the DVRU system performance data could be monitored only over a very limited period of time. Often, the remote data transmission was interrupted due to inadvertent locomotive and/or DVRU maintenance problems. Based on one year’s experience with performance monitoring, it was concluded that practical difficulties with day-to-day revenue service operations may not permit smooth operation of the DVRU over a long period. This precluded the scope for further installation of more DVRUs on other locomotives. Because the amount of useful DVRU system performance data from the field tests was insufficient, a cost-benefit estimate was carried out while accounting for the contributions of the DVRU and return fuel cooling. In the best case scenario, the return on investment in DVRUs would take 15 years to recover. KW - Benefit cost analysis KW - Diesel fuels KW - Field tests KW - Freight transportation KW - Fuel tanks KW - Locomotives KW - Performance KW - Pollutants KW - Sensors KW - Vapors UR - https://www.fra.dot.gov/Elib/Document/16604 UR - https://trid.trb.org/view/1425824 ER - TY - RPRT AN - 01587616 AU - Ritter, George W AU - Al-Nazer, Leith AU - Edison Welding Institute AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Quantification of the Effectiveness of Low Solar Absorption Coatings for Reducing Rail Temperature PY - 2015/10//Final Report SP - 40p AB - Due to the thermal expansion properties of steel, the risk that a track will buckle increases as the temperature of the rails increase. Therefore, it is desirable to keep rail temperature as low as possible, especially on hot summer days. Empirical data and modeling has shown that on such days, the peak temperature of the rail could reach as high as (or slightly exceed) 35 degrees Fahrenheit above the peak ambient temperature. If the peak ambient temperature for a given day is 100 degrees Fahrenheit, for example, then the peak rail temperature can be expected to be approximately 135 degrees Fahrenheit, provided there is little cloud cover and no precipitation. This project’s objective was to quantify the effectiveness of various low solar absorption coatings for reducing rail temperature, thereby reducing the risk of track buckling. The results indicate that some of the coatings tested can significantly reduce the temperature of a rail when the coated rail is compared to the temperature of an uncoated rail. However, further studies are needed to ensure the durability of these materials when applied to in-service track. KW - Absorption KW - Buckling KW - Coatings KW - Maintenance of way KW - Railroad tracks KW - Temperature KW - Temperature control UR - https://www.fra.dot.gov/Elib/Document/15600 UR - https://trid.trb.org/view/1395380 ER - TY - RPRT AN - 01581000 AU - Vithani, Anand R AU - Brabb, David C AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Locomotive Emissions Test Stand with Particulate Matter Measurement Integration PY - 2015/10//Final Report SP - 31p AB - This project builds upon previous research efforts, in which a complete instruction manual and bill of materials was developed for a blueprint that allows any organization in the railroad industry to build their own locomotive emissions measurement setup. A full scale emissions test was conducted to demonstrate the feasibility of a compact and portable setup for locomotive emissions measurement. A mobile laboratory was used for this test and proved to be a quick and convenient method for emissions testing. KW - Emissions testing KW - Feasibility analysis KW - Laboratories KW - Laboratory tests KW - Locomotives KW - Manuals KW - Particulates UR - https://www.fra.dot.gov/Elib/Document/15454 UR - https://trid.trb.org/view/1373197 ER - TY - RPRT AN - 01580985 AU - Stanchak, Kathryn AU - Foderaro, Frank AU - DaSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - High-Security Fencing for Rail Right-of-way Applications: Current Use and Best Practices PY - 2015/10//Final Report SP - 33p AB - The Volpe Center investigated how high-security fencing is used to prevent right-of-way (ROW) trespassing at several urban transit and commuter rail agencies in the United States. Interviews, operations documentation, and site visits were used to gather information for this research, and it was found that the best high-security fencing installations do the following: 1) prevent trespassing in all directions, i.e., over, under, and around; 2) are strategically placed in locations determined through rigorous hazard analysis and have community support; and 3) are part of a comprehensive railroad fencing program. KW - Best practices KW - Fences KW - Rail transit KW - Right of way (Land) KW - Trespassers KW - United States KW - Urban areas UR - https://www.fra.dot.gov/Elib/Document/15476 UR - http://ntl.bts.gov/lib/56000/56200/56286/High_Security_Fencing_final.pdf UR - https://trid.trb.org/view/1374004 ER - TY - RPRT AN - 01580948 AU - Llana, Patricia AU - Stringfellow, Richard AU - TIAX, LLC AU - Federal Railroad Administration TI - Full-Scale Dynamic Testing of Locomotive Crashworthy Components PY - 2015/10//Final Report SP - 77p AB - The Office of Research, Development, and Technology of the Federal Railroad Administration (FRA) and the Volpe Center are evaluating new occupant protection technologies to increase the safety of passengers and operators in rail equipment. In view of the importance of override prevention in train-to-train collisions in which one of the vehicles is a locomotive, and the success of crash energy management technologies in cab-car-led passenger trains, the Volpe Center is evaluating the effectiveness of components that could be integrated into the end structure of a locomotive and are designed to mitigate the effects of a collision and, in particular, to prevent override of one lead vehicle onto the other. A research program has developed, fabricated, and tested two crashworthy components for the forward end of a locomotive: (1) a deformable anti-climber, and (2) a push-back coupler. Detailed designs were developed, and their performance was evaluated in large deformation dynamic finite element analysis (FEA). Designs were also developed for two test articles to verify the performance of the component designs in full-scale tests. The two test articles were fabricated and dynamically tested by means of rail car impact to verify their performance characteristics relative to specific requirements. The tests demonstrated the effectiveness of the two design concepts. Test results were consistent with finite element model predictions in terms of energy absorption capability, force-displacement behavior, and modes of deformation. KW - Couplers KW - Crashworthiness KW - Deformation KW - Dynamic tests KW - Evaluation KW - Finite element method KW - Impact tests KW - Locomotives KW - Occupant protection devices KW - Railroad crashes KW - Underride override crashes KW - Vehicle design UR - https://www.fra.dot.gov/Elib/Document/15451 UR - http://ntl.bts.gov/lib/56000/56300/56304/DynamicTestingLocomotiveCrashworthyComponents.pdf UR - https://trid.trb.org/view/1373198 ER - TY - RPRT AN - 01580918 AU - Severson, Kristine AU - Parent, Dan AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Accident Report of Chicago Metra Derailment on September 17, 2005 PY - 2015/10//Final Report SP - 39p AB - On Saturday, September 17, 2005, Metra commuter train 504 was heading north from Joliet to Chicago on the Rock Island District Line operated by the Northeast Illinois Regional Commuter Railroad Corporation, which is the commuter rail system that serves northeast Illinois. The train traversed a 10-mph switch at 69 mph, causing it to derail just south of the West 47th Street Bridge. This accident was investigated by the US Department of Transportation’s Rail Accident Forensic Team to support the Passenger Equipment Safety Research Program of the Federal Railroad Administration (FRA). The Forensic Team’s primary objective in investigating rail vehicle accidents is to estimate the complete underlying sequence of events and determine the specific causal mechanisms of injuries and fatalities. This report includes a detailed reconstruction of events, which is based on data collected at the scene and passenger interviews. The principal causal mechanism for the fatalities and serious injuries that occurred in the accident was the impact between the 4th car and the bridge girder, resulting in significant vertical forces on the rail car and structural damage to the car interior. KW - Chicago (Illinois) KW - Crash causes KW - Crash injuries KW - Crash investigation KW - Crash reconstruction KW - Derailments KW - Fatalities KW - Metra KW - Railroad commuter service KW - Railroad crashes UR - https://www.fra.dot.gov/Elib/Document/15457 UR - http://ntl.bts.gov/lib/56000/56200/56287/Accident_Report_Chicago_Metra_Derailment_09-17-2005.pdf UR - http://ntl.bts.gov/lib/56000/56700/56732/Accident_Report_Chicago_Metra_Derailment_09-17-2005_final.pdf UR - https://trid.trb.org/view/1373772 ER - TY - SER AN - 01580910 JO - Research Results PB - Federal Railroad Administration TI - Passenger Rail Car Egress Computer Model PY - 2015/10 IS - 15-35 SP - 4p AB - The Office of Research, Development, and Technology of the Federal Railroad Administration (FRA) is investigating ways to enhance regulatory requirements that address the safe, timely, and effective evacuation of occupants from passenger rail vehicles in various emergency scenarios. Several evacuation concepts, strategies, and techniques are currently being investigated and evaluated for applicability to U.S. passenger rail cars. FRA is also interested in determining the feasibility of applying performance-based emergency evacuation time-based requirements to passenger rail cars. The requirements would be similar to minimum evacuation times specified by the Federal Aviation Administration (FAA) (e.g., 14 CFR Part 25.803 stipulates as part of its certification process that occupants can be evacuated within 90 seconds). However, it is necessary to assess how long it would take for passengers to egress from passenger rail cars to different locations using exit designs and configurations present in the unique railroad-operating environment. Therefore, FRA provided partial funding to the Fire Safety Engineering Group (FSEG), University of Greenwich, United Kingdom, to develop a new prototype railEXODUS® software model that is designed to accurately predict passenger rail car egress times for a variety of emergency scenarios. KW - Computer models KW - Emergency exits KW - Evacuation KW - Evaluation KW - Feasibility analysis KW - Passenger trains KW - Passengers KW - Regulations KW - Software KW - Time duration KW - Vehicle design UR - https://www.fra.dot.gov/Elib/Document/15453 UR - https://trid.trb.org/view/1373196 ER - TY - RPRT AN - 01579183 AU - Kirkpatrick, Steven W AU - Rakoczy, Przemyslaw AU - MacNeill, Robert A AU - Anderson, Adam AU - Applied Research Associates, Incorporated AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Side Impact Test and Analyses of a DOT-111 Tank Car PY - 2015/10//Final Report SP - 96p AB - Transportation Technology Center, Inc. conducted a side impact test on a DOT-111 tank car to evaluate the performance of the tank car under dynamic impact conditions and to provide data for the verification and refinement of a computational model. The tank car was filled with water to approximately 97 percent of its volume and sealed but not pressurized. The tank car was impacted at 14.0 mph by a 297,125-pound ram car with 12- by 12-inch ram head fitted to the ram car. The ram car impacted the tank center and punctured both the external jacket and tank shell. The overall purpose of the program is to improve transportation safety for tank cars. KW - Impact tests KW - Railroad safety KW - Side crashes KW - Tank cars UR - https://www.fra.dot.gov/Elib/Document/15338 UR - https://trid.trb.org/view/1371340 ER - TY - SER AN - 01579165 JO - Research Results PB - Federal Railroad Administration TI - Short Line Safety Institute Pilot Safety Culture Assessment Project: Recruitment and Selection of Sites and Assessors PY - 2015/10 IS - 15-29 SP - 4p AB - The American Short Line and Regional Railroad Association (ASLRRA), with the support of the Federal Railroad Administration (FRA) Office of Research, Development and Technology (RD&T), is establishing a Short Line Safety Institute (Institute). The first step in creating the Institute is a Pilot Safety Culture Assessment Project (Pilot Project), which is focused on short line and regional railroads that transport crude oil. This report provides an update on the Pilot Project and the Institute. Specifically, this report describes how the railroads were selected for the Pilot Project and discusses recruiting, selecting, and training Assessors. KW - Assessments KW - Crude oil KW - Education and training KW - Location KW - Railroad safety KW - Regional railroads KW - Selection and appointment KW - Short line railroads UR - https://www.fra.dot.gov/Elib/Document/15337 UR - https://trid.trb.org/view/1371341 ER - TY - ABST AN - 01575184 TI - Regulations and Standards for Natural Gas Equipment and Components AB - This project will provide a review of the standards and regulations for natural gas equipment and components. KW - Natural gas KW - Rail components KW - Railroad equipment industry KW - Regulations KW - Standards UR - https://trid.trb.org/view/1367429 ER - TY - ABST AN - 01575031 TI - Safety Related Operating Rules AB - A safety culture initiative that improves safety through a carrier and labor cooperative process of rewriting safety rules. Labor and management cooperation begins a dialogue that also improves safety culture and communication. KW - Cooperation KW - Labor force KW - Management KW - Operations KW - Railroad safety UR - http://ntl.bts.gov/lib/52000/52100/52160/Railroad_Use_of_Electronic_Devices_20140620_FINAL.pdf UR - https://trid.trb.org/view/1367338 ER - TY - ABST AN - 01575026 TI - West Palm Beach Trespass Prevention Study AB - Demonstrating trespassing countermeasures on a 7-mile stretch of South Florida Regional Transportation Authority (SFRTA) right-of-way in West Palm Beach, FL. KW - Countermeasures KW - Railroad traffic KW - Right of way (Traffic) KW - South Florida Regional Transportation Authority KW - Trespassers KW - West Palm Beach (Florida) UR - http://ntl.bts.gov/lib/52000/52100/52164/DOT-VNTSC-FRA-14-02.pdf UR - https://trid.trb.org/view/1367332 ER - TY - ABST AN - 01575025 TI - Large Scale Field Test of Promising Grade Crossing Technologies AB - Research through a large-scale field test of promising technologies such as light emitting diode (LED)-enhanced signs, photo enforcement, gate skirts, or other low-cost/easy to implement technologies. One or more technologies will be selected and field-tested in an operational environment. KW - Cameras KW - Field tests KW - Grade crossing protection systems KW - Law enforcement KW - Light emitting diodes KW - Traffic signs UR - http://ntl.bts.gov/lib/51000/51600/51605/Dynamic_Envelope_Pavement_Markings.pdf UR - http://ntl.bts.gov/lib/52000/52100/52165/DOT-VNTSC-FRA-13-06.pdf UR - https://trid.trb.org/view/1367330 ER - TY - ABST AN - 01573858 TI - Autonomous Track Geometry Measurement System (ATGMS) Development and Demonstration AB - This project will result in the development of autonomous track geometry measurement technologies to enable widespread deployment of track gemoetry technologies. The objective is to increase the availability of quality track data to ensure safe track conditions. KW - Data collection KW - Intelligent agents KW - Maintenance of way KW - Measurement KW - Railroad safety KW - Railroad tracks UR - https://trid.trb.org/view/1366935 ER - TY - ABST AN - 01573857 TI - Concrete Tie Failure Modes and Criteria AB - This project will develop analytical techniques to assess design parameters and to examine failure modes in concrete ties for advancement and development of concrete tie standards, specifications and performance criteria. KW - Concrete ties KW - Design KW - Failure KW - Performance based specifications KW - Standards UR - https://trid.trb.org/view/1366931 ER - TY - ABST AN - 01573776 TI - Concrete Tie/Fastener Performance Research AB - This project will demonstrate the fundamental research and development of concrete crossties and fastening systems subjected to freight, passenger and mixed service. The objective is to develop performance based design and testing standards for railroad crossties and fasteners to ensure high performance. KW - Concrete ties KW - Fastenings KW - Performance based specifications KW - Railroad ties KW - Standards KW - Tests specific to a material, structure or device UR - https://trid.trb.org/view/1366873 ER - TY - ABST AN - 01573721 TI - Design and Construct Rolling Load Rig AB - The objectives of this project are as follows: work with Transportation Technology Center, Incorporated (TTCI) to design and build a full scale machine, and continue working with Virginia Tech to build the rolling load machine to study wheel/Rail contact forces. KW - Prototypes KW - Railroad trains KW - Rolling contact KW - Train track dynamics UR - https://trid.trb.org/view/1366869 ER - TY - ABST AN - 01573376 TI - Accident Investigations AB - No abstract provided. KW - Crash investigation KW - Railroad crashes KW - Railroad safety UR - https://trid.trb.org/view/1366671 ER - TY - ABST AN - 01573375 TI - Develop Improved Crashworthiness Strategies AB - No abstract provided. KW - Crashworthiness KW - Railroad safety KW - Railroad trains UR - http://ntl.bts.gov/lib/48000/48300/48366/TR_Alternative_OVI_Testing_Report_edited_20131024_FINAL_1_.pdf UR - https://trid.trb.org/view/1366669 ER - TY - RPRT AN - 01575127 AU - Federal Railroad Administration TI - 2014 FRA Report to Congress on Actions Taken to Implement Unmet Statutory Mandates and Address Open Recommendations by the NTSB and DOT's Inspector General Regarding Railroad Safety PY - 2015/08/14 SP - 71p AB - This report identifies a total of six unmet congressional rail safety mandates as of December 31, 2014, and specifies actions to implement or address each of them as required by the Rail Safety Improvement Act of 2008 (RSIA). The following items are unmet rail safety mandates that were listed in the Federal Railroad Administration's (FRA's) December 2013 Report and that remained unmet as of December 31 , 2014: (1) Emergency Escape Breathing Apparatus; (2) Alcohol and Controlled Substance Testing for Maintenance-of-Way Employees; (3) Development and Use of Rail Safety Technology; (4) Hours of Service Regulatory Authority; (5) Railroad Safety Risk Reduction; and (6) Safe Rail Transport of Certain Radioactive Materials. The report also identifies 68 open recommendations by the National Transportation Safety Board and 2 open recommendations by the U.S. Department of Transportation's Office of lnspector General. KW - Alcohol tests KW - Breathing apparatus KW - Drug tests KW - Emergency equipment KW - Hours of labor KW - Implementation KW - Office of Inspector General KW - Policy, legislation and regulation KW - Radioactive materials KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Recommendations KW - U.S. National Transportation Safety Board UR - https://www.fra.dot.gov/Elib/Document/15208 UR - https://trid.trb.org/view/1366928 ER - TY - RPRT AN - 01575133 AU - Booz Allen Hamilton, Incorporated AU - Gannett Fleming, Incorporated AU - Federal Railroad Administration TI - Cost Benefit Analysis of Rail Electrification for Next Generation Freight and Passenger Rail Transportation PY - 2015/08//Final Report SP - 48p AB - The study team researched and evaluated the relative costs, benefits, impacts, and strategies related to electrification of portions of the U.S. rail network for passenger and freight transportation. Through case-study review of the potential costs and benefits of electrifying the western portion of Pennsylvania’s Keystone Corridor, the research team found that current conditions do not present a compelling justification to pursue electrification at this time. Built on key assumptions, namely the construction of a new track alignment to support high-speed rail travel, this analysis explored the costs and benefits of the electrification component itself as infrastructure that may be implemented across other existing track alignments elsewhere. As a result of this analysis, the study found that the costs for electrification infrastructure remain significant, while the benefits are only modest, or in some cases nonexistent. KW - Benefit cost analysis KW - Case studies KW - Impacts KW - Keystone Corridor (Pennsylvania) KW - Railroad electrification KW - Railroad transportation UR - https://www.fra.dot.gov/Elib/Document/15196 UR - https://trid.trb.org/view/1366929 ER - TY - RPRT AN - 01575125 AU - Federal Railroad Administration TI - Federal Railroad Administration Status Report to House and Senate Committees on Appropriations: Status of Positive Train Control Implementation PY - 2015/08 SP - 22p AB - In 2008, after multiple accidents and urging from safety advocates and experts, as well as the National Transportation Safety Board (NTSB), Congress mandated that railroads implement Positive Train Control (PTC) systems by December 31, 2015. A majority of railroads will not meet this statutory deadline. This Status Report informs Congress, railroads, other industry stakeholders, and the public of: (1) the background of the PTC mandate and other requirements; (2) efforts the Federal Railroad Administration (FRA) has taken and continues to take to support railroads in implementing PTC; (3) current status of railroads progress in implementing PTC; (4) FRA’s enforcement options for railroads that fail to meet the December 31, 2015, deadline; and (5) a path forward to achieve full PTC implementation. KW - Implementation KW - Legislation KW - Positive train control KW - Railroad safety KW - Stakeholders KW - U.S. Federal Railroad Administration UR - https://www.fra.dot.gov/Elib/Document/15168 UR - https://trid.trb.org/view/1366930 ER - TY - RPRT AN - 01574111 AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Validation of a 70-Ton Higher Speed Freight Truck Design for Operations of Up to 125 MPH—Higher Speed Freight Truck Vehicle Dynamics and Analysis PY - 2015/08//Final Report SP - 31p AB - Previously, Sharma & Associates, Inc. (SA) developed a higher speed freight truck design under sponsorship of the Federal Railroad Administration. Under the current contract, SA was tasked with developing performance requirements for higher speed freight trucks, as well as conducting structural and dynamics simulations in accordance with the performance specifications developed in the earlier task components of this project. This report presents the vehicle dynamics analyses of the truck. These analyses follow the performance requirements laid out for this project in a report titled “WBS TASK 1.1, Higher Speed Freight Truck – Performance Requirements.” The requirements were based on the approach presented in Federal Railroad Administration's (FRA’s) Notice of Proposed Rulemaking (NPRM) on Vehicle/Track Interaction Safety Standards; High-Speed and High Cant Deficiency Operations published on May 10, 2010. The vehicle dynamics simulations were conducted at speeds between 95 to 130 mph in 5 mph increments on Class 7 track, as well as for 115 mph on a Class 6 track. The simulations showed that the higher speed freight truck meets all previously specified performance criteria. Based on the results discussed in this report, it is recommended that a set of field tests be carried out to evaluate and validate the higher speed freight truck’s performance under Chapter 11 regimes. Further tests should be run at speeds 100 mph or higher at a facility such as Transportation Technology Center, Inc. (TTCI). KW - Freight cars KW - High speed rail KW - Load tests KW - Performance based specifications KW - Simulation KW - Train track dynamics KW - Vehicle dynamics KW - Vehicle performance UR - https://www.fra.dot.gov/Elib/Document/15166 UR - http://ntl.bts.gov/lib/55000/55300/55390/BAA_HST_Dynamic_Analysis_Report_final.pdf UR - https://trid.trb.org/view/1365283 ER - TY - RPRT AN - 01574002 AU - Baillargeon, Jay AU - Jeong, David AU - Akhtar, Muhammad AU - Mademann, Curt AU - Davis, David AU - Transportation Technology Center, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Load Environment of Rail Joint Bars – Phase III: Assessment of the Effects of Installation and Maintenance Practices PY - 2015/08//Final Report SP - 60p AB - A series of tests, aimed at assessing the structural integrity of joint bars under differing service conditions, were conducted to address concerns regarding joint bar failures in the revenue service environment. Data collected through the course of this study revealed that bending stress invoked by normal track surfacing operations is not a likely cause for cracks that initiate at the top center of joint bars. Instead, cracking at this location is probably the result of fatigue at the top center of the joint bar due to rail-joint contact. Surface hardening at the area of rail-joint contact was largely ineffective, resulting in metal flow developing adjacent to the easement at the top of the joint bar. Additional data gathered in this study suggests little correlation between the surface hardness of the joint bar and the depth of metal flow. Bending stresses and wheel/rail forces were also measured on joint bars used in rail end gaps and rail height mismatches, which revealed minimal effects on overall joint bar performance for the installation conditions and range of speeds evaluated. KW - Bending stress KW - Cracking KW - Finite element method KW - Rail joints KW - Structural analysis KW - Tie bars UR - https://www.fra.dot.gov/Elib/Document/15160 UR - http://ntl.bts.gov/lib/55000/55300/55385/Load_environment_rail_joint-bars_III.pdf UR - https://trid.trb.org/view/1365281 ER - TY - RPRT AN - 01574061 AU - Federal Railroad Administration TI - Track Inspector Rail Defect Reference Manual PY - 2015/07//Revision 2 SP - 87p AB - This is the second edition of the Federal Railroad Administration (FRA) Track Inspector Rail Defect Reference Manual. This rail manual is compiled for use by employees of FRA that participate in the process of identification, inspection, and reporting of discovered rail flaws and rail flaws associated with rail failure as designated in Title 49 Code of Federal Regulations (CFR) Part 213, Track Safety Standards (TSS). The manual is mainly designed to assist an FRA Track inspector in identifying the type of defect, defect development, rail surface condition, and various other aspects of rail identification and maintenance. Sections include: Defect nomenclature, Rail manufacturers, Rail identification/sections, Development of defects, FRA rail defects and description, FRA remedial action guidance, Flaw detection, Rolling contact fatigue, Rail welding, Rail grinding, and Definitions and terminology. KW - Defects KW - Fatigue (Mechanics) KW - Inspection KW - Maintenance of way KW - Manuals KW - Railroad tracks UR - https://www.fra.dot.gov/Elib/Document/15056 UR - https://trid.trb.org/view/1363776 ER - TY - RPRT AN - 01570258 AU - Safar, Hadar AU - Multer, Jordan AU - Roth, Emilie AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - An Investigation of Passing Stop Signals at a Passenger Railroad PY - 2015/07//Final Report SP - 90p AB - This report documents the findings and recommendations from an investigation into stop signal violations at an American passenger railroad. The investigation was requested by the Federal Railroad Administration (FRA) and the passenger railroad, and sponsored by FRA’s Office of Research & Development (ORD). This investigation assisted the passenger railroad in understanding why stop signal violations occurred in the terminal and helped it develop effective corrective actions to prevent or mitigate their occurrence in the future. In addition to making recommendations for the railroad, this report discusses opportunities for the FRA to improve the risk management of passing a stop signal (PASS) across railroads. These improvements include recommending more systematic collection and analysis of PASS data; changing FRA compliance and enforcement practices to encourage more open and complete reporting of PASS incidents; and performing additional field and simulator-based research to strengthen the empirical foundation for linking systemic factors to PASS. KW - Railroad signals KW - Railroad terminals KW - Railroads KW - Recommendations KW - Risk management KW - Stopping KW - United States UR - https://www.fra.dot.gov/Elib/Document/14864 UR - http://ntl.bts.gov/lib/55000/55200/55241/An_Investigation_of_Passed_Stop_Signals.pdf UR - https://trid.trb.org/view/1360022 ER - TY - RPRT AN - 01570617 AU - Federal Highway Administration AU - Federal Railroad Administration AU - U.S. Fish and Wildlife Service TI - User’s Guide for the Range-wide Programmatic Informal Consultation for Indiana Bat and Northern Long-eared Bat PY - 2015/06/04/Version 1.1 SP - 17p AB - This document is based on the Federal Highway Administration (FHWA) and Federal Railroad Administration (FRA) Range-wide Biological Assessment (BA) for Transportation Projects for the Indiana bat and the northern long-eared bat (NLEB) dated April 17, 2015 and the U.S. Fish and Wildlife Service (Service) concurrence letter dated April 20, 2015. The Service, FHWA, and FRA jointly developed this User’s Guide to be instructional for both transportation agencies and Service field offices. This User’s Guide provides: (1) Effects Analysis Summary: Key effects analysis decision points and Avoidance and Minimization Measures (AMMs) for projects; (2) Standard Operating Procedure (SOP) for Site-Specific Project(s) Submission; (3) Project Submittal Form; and (4) Avoidance and Minimization Measures: Summary of AMMs to avoid or minimize impacts to the point of insignificant/discountable for projects to be included in the programmatic consultation. KW - Bats (Animals) KW - Construction projects KW - Environmental impacts KW - Transportation departments KW - United States KW - Wildlife UR - http://www.fws.gov/midwest/Endangered/section7/fhwa/pdf/UserGuideV11_060415.pdf UR - https://trid.trb.org/view/1361890 ER - TY - SER AN - 01570519 JO - Research Results PB - Federal Railroad Administration AU - Jette, Aaron AU - Damm-Luhr, David AU - Ranney, Joyce TI - Evaluation of FRA Trespass Prevention Research Study PY - 2015/06 IS - RR 15-21 SP - 4p AB - The United States Department of Transportation (US DOT) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted an independent internal evaluation of the FRA-sponsored Trespass Prevention Research Study (TPRS). The Volpe Center conducted the TPRS from 2009-2013 to develop and demonstrate trespass prevention and mitigation best practices. The study focused on a 7-mile stretch of South Florida Regional Transportation Authority (SFRTA) Right-of-Way (ROW) on which SFRTA, CSX, and Amtrak trains operate, and 5 miles of Florida East Coast Railway Company (FEC) ROW in the City of West Palm Beach, Florida. This evaluation focused on the design and implementation of the TPRS rather than the impact or efficacy of specific trespass prevention treatments. The evaluation identified lessons learned to use in the design and implementation of future trespass prevention studies, for example: Clarify upfront study’s intended outcome; Anticipate likely resource needs to support countermeasure implementation; Have a replicable research design; Engage stakeholders around specific issues; and Use risk-based metrics to assess impact. KW - Best practices KW - Countermeasures KW - Design KW - Florida East Coast Railway Company KW - Implementation KW - Prevention KW - Railroad facilities KW - Right of way (Land) KW - South Florida Regional Transportation Authority KW - Trespassers KW - West Palm Beach (Florida) UR - http://ntl.bts.gov/lib/55000/55100/55116/TPRS_Evaluation_Research_Result.pdf UR - https://trid.trb.org/view/1361258 ER - TY - RPRT AN - 01568661 AU - Li, Dingqing AU - Wilson, Nicholas AU - Tajaddini, Ali AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Needs Assessment—Railroad Test Track Siding Options for High Speed Testing PY - 2015/06//Final Report SP - 44p AB - This report presents the results and findings from a study titled “Needs Assessment—Railroad Test Track (RTT) Siding Options for High Speed Testing.” This study was conducted to (1) determine potential capabilities that the proposed siding test track for the Transportation Technology Center, Inc. (TTCI) RTT can offer, (2) develop requirement specifications for a siding test track for high speed rail (HSR) testing and track geometry car qualification, and (3) develop and analyze various options to achieve the specified requirements and provide rough order of magnitude (ROM) design and construction costs. Based on a literature review that will include a survey of Federal Railroad Administration (FRA) regulations, a siding test track to RTT can be built to offer a number of essential HSR testing capabilities for research and development, vehicle performance testing, endurance testing, and communication and train control testing. Eight options for a siding test track have been developed. Each option was evaluated on its ability to meet testing requirements, particularly the requirements for a perturbed track section and high speed turnouts, its limitations and merits, and associated ROM design and construction costs. KW - Costs KW - Design KW - High speed rail KW - Literature reviews KW - Needs assessment KW - Sidings (Railroads) KW - Specifications KW - Test facilities UR - http://www.fra.dot.gov/Elib/Document/14790 UR - https://trid.trb.org/view/1359215 ER - TY - RPRT AN - 01568647 AU - Chellappa, Rama AU - Gibert, Xavier AU - Patel, Vishal AU - University of Maryland, College Park AU - Federal Railroad Administration TI - Robust Anomaly Detection for Vision-Based Inspection of Railway Components PY - 2015/06//Final Report SP - 58p AB - The Computer Vision Laboratory at the University of Maryland has completed a two-year research project in which it developed a library of tools and algorithms that are used to inspect railway tracks with machine vision technology. This technology has been integrated into a distributed computing framework and a user-friendly review package with a client-server interface. This framework is built on top of high-quality open-source C++ software libraries and can run on many different platforms, including Windows, Linux, OS X, and iOS. The software has been thoroughly tested and ENSCO, Incorporated has successfully used these tools during the Federal Railroad Administration (FRA)-sponsored project that evaluated the degradation rates of concrete ties on Amtrak’s Northeast Corridor. The final deliverable contains algorithms for crack detection, fastener detection and classification, as well as semantic segmentation for material classification and anomaly detection. KW - Algorithms KW - Cracking KW - Flaw detection KW - Machine vision KW - Rail fasteners KW - Railroad tracks KW - Software UR - http://www.fra.dot.gov/Elib/Document/14789 UR - https://trid.trb.org/view/1359216 ER - TY - SER AN - 01567486 JO - Research Results PB - Federal Railroad Administration AU - Zhao, Tom TI - Low Ground Clearance Vehicle Detection and Warning PY - 2015/06 IS - 15-18 SP - 4p AB - A Low Ground Clearance Vehicle Detection System (LGCVDS) determines if a commercial motor vehicle can successfully clear a highway-rail grade crossing and notifies the driver when his or her vehicle cannot safely traverse the crossing. That is, differences in elevation between the roadway and track at some locations are such that certain vehicles are more likely to become immobilized with the attendant risk of being struck by an oncoming train. To create such a detection system, the Federal Railroad Administration's (FRA’s) Office of Research and Development awarded a Small Business Innovation Research (SBIR) Phase I contract to Advanced Technology and Research (ATR) of Columbia, Maryland to assess whether an LGCVDS is feasible and, if it is possible to develop a conceptual design for such a system. Specifically, ATR was asked to develop a reliable automated active system which would be installed at approaches to identified high-profile grade crossings. KW - Clearances (Navigation) KW - Commercial vehicles KW - Detection and identification systems KW - Low-clearance vehicles KW - Rail profiles KW - Railroad grade crossings UR - http://www.fra.dot.gov/Elib/Document/14564 UR - https://trid.trb.org/view/1356583 ER - TY - RPRT AN - 01567392 AU - Spencer, B F AU - Moreu, F AU - Kim, R AU - University of Illinois, Urbana-Champaign AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Campaign Monitoring of Railroad Bridges in High-Speed Rail Shared Corridors using Wireless Smart Sensors PY - 2015/06//Technical Report SP - 78p AB - This research project used wireless smart sensors to develop a cost-effective and practical portable structural health monitoring system for railroad bridges in North America. The system is designed for periodic deployment rather than as a permanent installation to enable campaign-style bridge response monitoring under in-service conditions. This research project measured bridge responses from a 310 feet long steel truss bridge using wireless sensors and developed a finite element (FE) model to obtain global bridge responses under varied train loads and speeds. Additionally, this project developed a new simple beam model that predicts critical speeds and resonances based on train traffic properties. The results from this pilot project provide a technological foundation to develop campaign monitoring sensor technology as an important tool with which to manage railroad bridge assets. KW - Bearing capacity KW - Finite element method KW - High speed rail KW - North America KW - Railroad bridges KW - Sensors KW - Structural health monitoring UR - http://www.fra.dot.gov/Elib/Document/14569 UR - https://trid.trb.org/view/1357771 ER - TY - RPRT AN - 01567319 AU - Sheehan, Ryan AU - Gacnik, Jill AU - Gage, Scott AU - Morgan, Richard AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Positive Train Control Test Bed Upgrades to Provide Advanced Civil Speed Enforcement System Testing Support Capabilities at Transportation Technology Center PY - 2015/06//Final Report SP - 30p AB - Federal Railroad Administration (FRA) Task Order 314 upgraded the Positive Train Control (PTC) Test Bed at the Transportation Technology Center to support testing of PTC systems, components, and related equipment associated with the Advanced Civil Speed Enforcement System (ACSES) in a revenue service environment. Transportation Technology Center, Inc. (TTCI) purchased and installed the necessary components, which included a combination of wayside, onboard, and back office server equipment. A final test of the ACSES II system, which accurately represented ACSES installation in revenue service, was successful and the objective of the task order was accomplished. In the future, FRA’s Task Order 331 will allow for additional transponders to be placed within the PTC Test Bed and programmed for different track speeds, Positive Train Stops, and Permanent Speed Restrictions. Also, within task order (TO) 331, TTCI will be able to adjust and reprogram the ACSES equipment to reflect changes to desired testing scenarios and track layout. KW - Advanced Civil Speed Enforcement System KW - Positive train control KW - Speed KW - Test beds KW - Test facilities KW - Transportation Technology Center UR - http://www.fra.dot.gov/Elib/Document/14633 UR - https://trid.trb.org/view/1357769 ER - TY - SER AN - 01567305 JO - Research Results PB - Federal Railroad Administration TI - Continued Improvements at One C³RS Site PY - 2015/06 IS - 15-17 SP - 4p AB - Human-factors-based solutions, along with process and technology innovations, can make significant contributions to improving safety in the railroad industry. As part of ongoing efforts to address human-factors, the Federal Railroad Administration (FRA) implemented the Confidential Close Call Reporting System (C³RS), which includes: Confidential reporting of close call or “near miss” events; Root-cause-analysis problem solving by a Peer Review Team (PRT), which includes representatives from labor, management, and FRA; Implementing and reviewing corrective actions developed in response to close call events—some locally and others with the help of a Support Team made up of senior managers; Tracking the effects of each change; and Reporting the results of changes to employees. Demonstration pilot project sites included Union Pacific Railroad (UP); Canadian Pacific Railway (CP); New Jersey Transit (NJT); and Amtrak. FRA has sponsored a rigorous evaluation of C³RS that was designed to answer three questions: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS over time? This evaluation was organized into baseline, midterm, and final time periods. To protect company confidentiality, specific sites are not identified in this report. This document is part of a series of Research Results Reports that provide the public with the evaluation’s findings. This paper discusses the findings from one demonstration site (Site A), using these data sources: Site A’s decertification and derailment/incident data; the Railroad Safety Culture Survey; interviews with workers, managers, and other stakeholders; and redacted C³RS program data. KW - Crash reports KW - Demonstration projects KW - Evaluation KW - Human factors KW - Implementation KW - Near miss collisions (Ground transportation) KW - Railroad safety KW - Stakeholders KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/14563 UR - http://ntl.bts.gov/lib/55000/55000/55084/Continued_Improvements_at_One_C3RS_Site_final.pdf UR - https://trid.trb.org/view/1356584 ER - TY - SER AN - 01567304 JO - Research Results PB - Federal Railroad Administration AU - Jette, Aaron AU - Damm-Luhr, David AU - Ranney, Joyce TI - Evaluation of FRA Trespass Preventation Research Study PY - 2015/06 IS - 15-21 SP - 4p AB - The United States Department of Transportation’s (US DOT) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the US DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted an independent internal evaluation of the FRA-sponsored Trespass Prevention Research Study (TPRS). The Volpe Center conducted the TPRS from 2009-2013 to develop and demonstrate trespass prevention and mitigation best practices. The study focused on a 7-mile stretch of South Florida Regional Transportation Authority (SFRTA) Right-of-Way (ROW) on which SFRTA, CSX, and Amtrak trains operate, and 5 miles of Florida East Coast Railway Company (FEC) ROW in the City of West Palm Beach, Florida. This evaluation focused on the design and implementation of the TPRS rather than the impact or efficacy of specific trespass prevention treatments. The evaluation identified lessons learned to use in the design and implementation of future trespass prevention studies. KW - Evaluation KW - Implementation KW - Railroad safety KW - Research projects KW - Trespassers KW - West Palm Beach (Florida) UR - http://www.fra.dot.gov/Elib/Document/14572 UR - https://trid.trb.org/view/1357768 ER - TY - RPRT AN - 01567263 AU - Prabhakaran, Anand AU - Singh, Som P AU - Vithani, Anand R AU - Sharma & Associates, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Prototype Design of a Collision Protection System for Cab Car Engineers—Fabrication and Test PY - 2015/06//Final Report SP - 61p AB - Advancements in the structural crashworthiness of passenger rail cars now make it possible to preserve the compartmentalized space occupied by a cab car engineer during a train collision. In order to translate this additional protection into improved survivability and mitigate injuries, it is necessary to protect the engineer from secondary impacts in such accident scenarios. Prior work on this issue resulted in the design of a conceptual Engineer Protection System (EPS) that could protect an engineer under moderate-to-severe frontal impact conditions. The performance of this prototype EPS, which consists of an airbag and a deformable knee bolster system, was successfully demonstrated under simulated collision conditions, using a dynamic sled test for a 95th percentile anthropomorphic test device (ATD). The test highlighted the ability of the EPS to protect a cab car engineer in a moderate-to-severe train collision, meeting all design criteria, including compartmentalization and limits of injury to the head, neck, chest, and femur, and continuing to the meet all functional requirements. The system functions without requiring input from the engineer, without restraining him or her, and without impeding egress, while adding minimally to cost or weight of the car. KW - Air bags KW - Cabs (Vehicle compartments) KW - Crashworthiness KW - Dummies KW - Occupant protection devices KW - Prototypes KW - Railroad crashes KW - Railroad safety KW - Sled tests UR - http://www.fra.dot.gov/Elib/Document/14570 UR - https://trid.trb.org/view/1357770 ER - TY - RPRT AN - 01569147 AU - Bing, Alan AU - Dizon, Anthony AU - Brickett, Jennifer AU - Papson, Andrew AU - O'Rourke, Laurence AU - ICF International AU - Booz Allen Hamilton, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Risk Evaluation Framework and Selected Metrics for Tank Cars Carrying Hazardous Materials PY - 2015/05//Final Report SP - 132p AB - This report presents an analysis of train accident and hazardous materials (hazmat) release data to quantify the likelihood of a hazmat release. The harm caused by a hazmat release is characterized as the end result of a chain of events, with each link in the chain being characterized by risk metrics that determine likelihood of occurrence. The chain of events is typically comprised of the following: 1) Freight train accident (due to an infrastructure or equipment defect) failure of signal or communications equipment, human error, or miscellaneous cause; 2) One or more freight cars derailed in accident, as a function of accident type, train speed, etc.; 3) Hazmat tank cars among derailed cars, depending on hazmat car routing practice; 4) Derailed hazmat tank car releases following a train accident; and 5) Harm to people, property, and/or the environment from exposure to released hazmat. Analysis and findings in this report will provide regulatory, industry, and general public stakeholders a better understanding of the “chain of events” leading to a hazmat release from a tank car, the impact of risk reduction measures that can be applied at different links along the chain of events, and a quantifiable risk model representing the chain of events leading to a hazmat release. KW - Hazardous materials KW - Metrics (Quantitative assessment) KW - Railroad crashes KW - Risk analysis KW - Spills (Pollution) KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/14511 UR - http://www.fra.dot.gov/Elib/Document/14514 UR - https://www.fra.dot.gov/Elib/Document/14526 UR - https://trid.trb.org/view/1353377 ER - TY - SER AN - 01567285 JO - Research Results PB - Federal Railroad Administration TI - FRA Funded Grade Crossing Safety & Trespass Prevention Research (June 2007 – Present) PY - 2015/05 IS - 15-16 SP - 16p AB - The Federal Railroad Administration's (FRA’s) Office of Research & Development and Office of Railroad Safety have been actively supporting highway-rail grade crossing safety and trespass prevention research to improve safety. This document includes a list of technical reports and research results from FRA-funded projects on these topics since 2007. The research work has focused on both the benefits of new technology and improved understanding and altering of human behavior at highway-rail grade crossings and railroad right-of-way. KW - Behavior KW - Highway safety KW - Railroad grade crossings KW - Railroad safety KW - Research KW - Technological innovations KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/14552 UR - https://trid.trb.org/view/1356585 ER - TY - RPRT AN - 01565357 AU - Hellman, Adrian AU - Lopez-Bernal, Gabriel AU - TranSystems Corporation AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Highway-Rail Intersection Crash Taxonomy for Connected Vehicle Safety Research PY - 2015/05//Final Report SP - 60p AB - This report characterizes the frequency, severity, and costs of highway-rail intersection (HRI) collisions, and the estimated potential reductions in these metrics resulting from the implementation of Connected Vehicle HRI safety applications. Multiple data sources were accessed with a focus on United States Department of Transportation (US DOT) online databases, which included the Federal Railroad Administration (FRA) Office of Safety Analysis, the National Highway Traffic Safety Administration (NHTSA) National Automotive Sampling System (NASS) and the Federal Transit Administration (FTA) National Transit Database (NTD). FRA data from the 2008-2012 study period showed that annual combined rail infrastructure and equipment costs due to HRI accidents were between $20 million and $35 million. An alternative method developed by the US DOT National Highway Traffic Safety Administration (NHSTA) provides for the economic losses associated with medical and legal costs, lost productivity, and travel delay. Using this alternative method, the annual costs to society were estimated at $650 million. KW - Costs KW - Crash data KW - Externalities KW - Highway safety KW - Mobile communication systems KW - National Automotive Sampling System KW - National Transit Database KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - U.S. Federal Railroad Administration KW - U.S. National Highway Traffic Safety Administration UR - http://www.fra.dot.gov/Elib/Document/14543 UR - http://ntl.bts.gov/lib/55000/55000/55079/Crash_Taxonomy_Report_final.pdf UR - https://trid.trb.org/view/1355561 ER - TY - RPRT AN - 01565332 AU - Mellor, Matt AU - McCormack, Richard AU - Stuart, Cameron AU - HiDef/Createc AU - Federal Railroad Administration TI - Track and Track-Side Video Survey Technology Development PY - 2015/05//Final Report SP - 66p AB - Researchers at HiDef/Createc have completed prototype development and testing of a novel track video surveying technology called Track and Track-Side Video Survey (TTVS). TTVS is designed to capture clear video images of the track and track side areas from a moving platform at speed. This video data can be used to augment manual visual surveys and to add contextual value to existing data sets. The system has a user-friendly interface that allows for efficient data display and manipulation. Researchers completed trials of the prototype TTVS system on railroads in Maryland and Florida and demonstrated the system’s ability to gather detailed imagery of the track and track-side at a resolution of 1 mm. Clear images were obtained at speeds up to 28 mph under a variety of weather conditions. Researchers also demonstrated the linking of external data to the video using geo-referencing techniques and used a novel algorithm to geo-track images within the field of view. With additional development, the TTVS system can be employed in various track inspection and documentation tasks. Recommendations for future development include improving video resolution at higher speeds, dynamic linking of external data, and creating algorithms to make measurements directly from the video images. KW - Algorithms KW - Florida KW - Image processing KW - Imaging systems KW - Maryland KW - Prototype tests KW - Railroad tracks KW - Railroads KW - Video UR - http://www.fra.dot.gov/Elib/Document/14547 UR - https://trid.trb.org/view/1355560 ER - TY - SER AN - 01563678 JO - Research Results PB - Federal Railroad Administration TI - High-Speed Passenger Rail Tie-Ballast Interaction PY - 2015/05 IS - RR 15-13 SP - 5p AB - This Research Results Report presents evidence of poor tie support and increased applied loads that were used to determine the “root cause” of transient and permanent vertical displacements at two Amtrak bridge transitions. These results are from a Federal Railroad Administration (FRA) study on differential movement at high-speed track transitions. Data from instrumented high-speed passenger bridge transitions along Amtrak’s Northeast Corridor (NEC) near Chester, Pennsylvania show a relation between measured permanent vertical displacements of ballast and a gap between the bottom of the tie and top of the ballast. The existence of a gap at locations experiencing large permanent ballast displacements suggests that poor tie support amplifies the applied loads to the ballast which accelerates ballast and tie degradation. Therefore, the “root cause” of permanent vertical displacements at the instrumented high-speed passenger transition zone locations is concluded to be an increase of applied loads to the ballast and adjacent ties resulting from poor tie support at the instrumented tie. KW - Amtrak KW - Ballast (Railroads) KW - Chester (Pennsylvania) KW - High speed rail KW - Northeast Corridor KW - Railroad bridges KW - Railroad ties KW - Railroad tracks KW - Track transition regions KW - Vertical displacements UR - http://www.fra.dot.gov/Elib/Document/14527 UR - https://trid.trb.org/view/1354253 ER - TY - SER AN - 01563676 JO - Research Results PB - Federal Railroad Administration TI - Application of Alternative Criteria and Procedures to Passenger Railcars PY - 2015/05 IS - RR 15-12 SP - 4p AB - Occupied volume integrity (OVI) refers to a passenger railcar’s ability to preserve space for passengers and crew during an accident. The Federal Railroad Administration (FRA) Office of Research and Development (R&D) is sponsoring research investigating OVI. The results of a series of tests have been published in an FRA Report. This research forms the basis for establishing alternative OVI evaluation procedures. The alternative procedures permit an analysis to be validated with data from an elastic test. The validated analysis may then be used to extrapolate the behavior of the subject car under destructive load conditions, without conducting companion destructive testing. The previous tests used Budd Pioneer passenger cars that had been fitted with crash energy management (CEM) systems. The CEM systems on these cars altered the path of collision loads through the occupied volumes. For the test, evaluation loads were placed along the collision load path. The results of this previous program indicate an analysis that has been validated with elastic test data is capable of then extrapolating the carbody’s behavior under destructive loading conditions. The results of the destructive analysis were reasonably descriptive of the results of actual destructive tests that were performed on the carbodies. Currently, an FRA-sponsored research program is underway to expand upon the results of the previous program. This research program will subject a CEM-equipped Budd M1 passenger railcar to a program of testing and analysis as if an OVI waiver were being sought according to established procedures. The testing portion of this program includes an elastic test as well as a crippling test. The elastic test is intended to provide data to validate a model. The validated model will then be used to simulate loading of the car up to its crippling load. A second test loads the car to the point of crippling. The outcomes of this program will include documentation of the results of the 800-kip test and analysis, as well as discussion of the data necessary to achieve model validation. The results will include the information expected in an actual application for a waiver. KW - Crash energy management KW - Mathematical models KW - Occupied volume integrity KW - Passenger cars KW - Test procedures KW - Validation UR - http://www.fra.dot.gov/Elib/Document/14525 UR - https://trid.trb.org/view/1354254 ER - TY - SER AN - 01563643 JO - Research Results PB - Federal Railroad Administration TI - Investigation of Railroad Bridge Approach Problems along Heavy Haul Freight Lines PY - 2015/05 IS - RR 15-10 SP - 4p AB - Under a contract with the Federal Railroad Administration (FRA), the University of Illinois at Urbana Champaign (UIUC) is investigating different factors that contribute to the problem of differential movement at railroad track transitions. The research objective is to develop new design and rehabilitation methods to mitigate the problem of differential movement at track transitions. In order to achieve this goal, UIUC researchers are using geotechnical instrumentation and performance monitoring equipment to quantify the contributions of different substructure layers to differential movement at railroad bridge approaches. As part of the study, UIUC instrumented two undergrade bridge approaches on Norfolk Southern Railway’s (NS) N-Line mainline near Ingleside, West Virginia, to investigate the frequent deterioration in track geometry at these sites. This report provides a brief overview of the instrumentation activity, the data acquisition approach, and preliminary results. KW - Bridge approaches KW - Data collection KW - Freight trains KW - Ingleside (West Virginia) KW - Instrumentation KW - Passenger trains KW - Railroad bridges KW - Railroad tracks KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/14520 UR - https://trid.trb.org/view/1353380 ER - TY - SER AN - 01563642 JO - Research Results PB - Federal Railroad Administration TI - WISESight™: A Multispectral Smart Video-Track Intrusion Monitor PY - 2015/05 IS - RR 15-11 SP - 4p AB - International Electronic Machines Corporation (IEM) developed, tested, and validated a unique smart video-based intrusion monitoring system for use at highway-rail grade crossings. The system used both thermal infrared (IR) and visible/near-infrared (NIR) imaging to detect, identify, and evaluate potential obstacles such as cars and people while ignoring inconsequential objects such as blowing paper, shadows, and smaller animals. Testing at a Watervliet, New York grade crossing proved that the capabilities of the system met all requirements. The system was easily deployed and is extremely inexpensive compared to (for example) grade separation. KW - Infrared imagery KW - Proximity detectors KW - Railroad grade crossings KW - Thermal imagery KW - Video UR - http://www.fra.dot.gov/Elib/Document/14521 UR - https://trid.trb.org/view/1353379 ER - TY - RPRT AN - 01563641 AU - Tunna, J AU - Federal Railroad Administration TI - From Research to Rulemaking in the Federal Railroad Administration PY - 2015/05 SP - 11p AB - The Federal Railroad Administration’s (FRA) research and development (R&D) program provides the engineering and scientific foundation for rail rulemaking and enforcement in the United States. This paper describes how the program is funded and executed. Examples of projects in the track, rolling stock, train control and human factors disciplines are used to illustrate strategic direction, project selection, stakeholder engagement, technology transfer, performance measurement and evaluation. Changes in regulations from being prescriptive to performance-based are discussed, as is the shift to risk reduction and system safety management approaches. This paper gives the reader a general understanding of rail research and development in the U.S. It is intended to encourage contacts between rail R&D practitioners for the exchange of information and to identify opportunities for future collaboration. KW - Evaluation KW - Financing KW - Performance measurement KW - Railroad safety KW - Regulations KW - Research projects KW - Stakeholders KW - Strategic planning KW - Technology transfer KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/14519 UR - https://trid.trb.org/view/1353375 ER - TY - RPRT AN - 01563639 AU - Gordon, J AU - Federal Railroad Administration TI - Revising US passenger railcar occupant volume integrity requirements PY - 2015/05 SP - 13p AB - The Federal Railroad Administration (FRA) is developing new regulations addressing the occupant volume integrity (compressive end strength) of passenger rail cars. The new rules are being adopted to accommodate the introduction of rail equipment designed to alternate standards that will provide a level of safety equivalent to that of conventionally-designed vehicles. The fundamental change in the regulations involves applying the proof load on the collision load path rather than on the line of draft, as has been longstanding U.S. practice. Alternatively-designed passenger equipment must be shown to comply with one of the following loading scenarios: 3,560 kN (800,000 lbf) with no permanent deformation; 4,450 kN (1,000,000 lbf) with limited plastic deformation; or 5,340 kN (1,200,000 lbf) without exceeding the crippling strength of the car. Full-scale tests have been performed to determine whether these scenarios adequately represent the compressive end strength of conventionally-designed passenger equipment. This paper includes a description of and selected results from the full-scale crippling load test program and illustrates that the proposed load levels and performance requirements are reasonably reflective of the strength of conventional equipment. Alternatively-designed equipment compliant with the new requirements will achieve the safety-equivalence goal. KW - Compressive strength KW - Deformation KW - Load tests KW - Passenger cars KW - Railroad safety KW - Regulations UR - http://www.fra.dot.gov/Elib/Document/14518 UR - https://trid.trb.org/view/1353381 ER - TY - SER AN - 01563638 JO - Research Results PB - Federal Railroad Administration TI - Positive Train Control Shared Network PY - 2015/05 IS - RR 15-09 SP - 4p AB - The Interoperable Train Control (ITC) Positive Train Control (PTC) Shared Network (IPSN) project was intended to develop and demonstrate a concept in which multiple railroads utilize a shared network to support ITC PTC interoperability with Class 1 railroads. The IPSN was designed to reduce PTC implementation costs, minimize short line and commuter rail and Federal Railroad Administration (FRA) resources needed to test PTC, reduce training and support requirements, simplify the PTC network’s configuration, and reduce the complexity of interoperable PTC messaging. ARINC, Incorporated (now Rockwell Collins Information Management Services) conducted this research with support funding from the Federal Railroad Administration. KW - Communication systems KW - Implementation KW - Interoperability KW - Positive train control KW - Railroad safety KW - Railroads UR - http://www.fra.dot.gov/Elib/Document/14517 UR - https://trid.trb.org/view/1353376 ER - TY - RPRT AN - 01563635 AU - Ranney, Joyce M AU - Davey, Melinda AU - Morell, Jonathan AU - Raslear, Thomas AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Confidential Close Call Reporting System (C³RS) Lessons Learned Baseline Phased Report PY - 2015/05//Technical Report SP - 81p AB - The Federal Railroad Administration (FRA) has established a program called the Confidential Close Call Reporting System (C³RS), which allows events to be reported anonymously and dealt with non-punitively and without fear or reprisal through structured collaboration between representatives of railroad management, labor unions, and FRA who work together in Peer Review Teams (PRTs). Close calls or near misses are occurrences that could have led to or resulted in an accident or casualty, but did not. Close call programs have been shown to contribute to improved safety in other industries, but their effectiveness in the railroad industry has not yet been systematically evaluated. To address this question, FRA implemented a rigorous evaluation that is taking place over the entire course of the C³RS life cycle. The C³RS evaluation is designed to answer three major questions: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS over time? Data are being collected for three time periods: from the beginning of C³RS through an implementation period (baseline), at about the middle of the test period (midterm), and at the end of the test period (final). This report provides baseline findings from the evaluation at four demonstration sites. KW - Crash reports KW - Evaluation KW - Implementation KW - Near miss collisions (Ground transportation) KW - Railroad safety KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/14515 UR - http://ntl.bts.gov/lib/55000/55000/55080/C3RS_LL_Baseline_Rep_final.pdf UR - https://trid.trb.org/view/1353378 ER - TY - RPRT AN - 01576114 AU - Federal Highway Administration AU - Federal Railroad Administration AU - U.S. Fish and Wildlife Service TI - Range‐Wide Biological Assessment for Transportation Projects for Indiana Bat and Northern Long‐Eared Bat PY - 2015/04/17 SP - 133p AB - Federal Highway Administration (FHWA), Federal Railroad Administration (FRA) and U.S. Fish and Wildlife Service (USFWS) jointly developed this programmatic Endangered Species Act (ESA) Section 7 consultation for common types of transportation actions. The intent of the U.S. Department of Transportation (USDOT) and USFWS is to implement a range-wide programmatic consultation for the Indiana bat and northern long-eared bat (NLEB) that streamlines the consultation process and results in better conservation for both bat species. Contents include: Description of the Proposed Action , Action Area, Status of the Species & Critical Habitat, Effects of the Action, and Conclusion/Determination. KW - Bats (Animals) KW - Construction projects KW - Environmental impacts KW - United States KW - Wildlife UR - https://www.fws.gov/MIDWEST/Endangered/section7/fhwa/pdf/FHWA_IBatNLEB_BA.pdf UR - https://trid.trb.org/view/1368870 ER - TY - RPRT AN - 01567376 AU - Saat, M R AU - Bedini-Jacobini, F AU - Tutumluer, E AU - Barkan, C P L AU - University of Illinois, Urbana-Champaign AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Identification of High-Speed Rail Ballast Flight Risk Factors and Risk Mitigation Strategies PY - 2015/04//Final Report SP - 77p AB - The phenomenon of flying ballast is well-documented in high-speed rail operations. Displaced ballast particles from the track bed may cause damage to rolling stock as well as the track infrastructure, and wayside structures close to the right of way of the railroad. This report provides comprehensive information to help identify potential causes and hazard consequences of ballast flight, determine potential risk mitigation strategies, and define the relevance of ballast flight risks in the current and planned U.S. passenger rail system. This report presents and discusses a conceptual risk framework, which covers factors that contribute to flying ballast and the consequences of flying ballast based on the location of interest. Five relevant risk factors for flying ballast are identified: operating speed, train design, dynamic load, track maintenance, and high winds. KW - Ballast (Railroads) KW - Hazard mitigation KW - High speed rail KW - Risk analysis KW - United States UR - http://ntl.bts.gov/lib/55000/55100/55193/TR_Identification_of_Ballast_Flight_Risk_20140708_final.pdf UR - https://trid.trb.org/view/1358573 ER - TY - RPRT AN - 01562664 AU - Federal Railroad Administration TI - Freight Railroads Background PY - 2015/04 SP - 5p AB - In 2013, the Class I railroad freight industry generated a record $72.9 billion in revenue. The seven Class I railroad systems account for nearly 95 percent of the industry’s total revenue. The railroad industry produced 1.7 trillion revenue ton-miles, a unit of measurement that incorporates both weight and distance, reflecting an increase of 1.6 percent over last year and its highest level since the 2008 peak. Flexibilities from the Staggers Rail Act of 1980 initially led to reduced rates for shippers, adjusting for inflation. Staggers also led to enhanced railroad maintenance and capital expenditures on track and rolling stock. Railroad productivity increased substantially as more freight moves over a smaller network with a smaller workforce. In 2013, in addition to the seven Class I freight railroad systems (systems with annual operating revenue of $467.1 million or more, operating in the United States), there were 21 regional railroads (line-haul railroads operating at least 350 miles of road and/or earning revenue between $40 million and the Class I threshold), and over 500 local railroads (line-haul railroads smaller than regional railroads). Additional statistics in this document relate to employment, commodities, freight rates, and productivity. KW - Commodities KW - Freight transportation KW - Jobs KW - Productivity KW - Railroad transportation KW - Rates KW - Revenues KW - Staggers Rail Act of 1980 KW - Trend (Statistics) UR - http://www.fra.dot.gov/Elib/Document/14497 UR - https://trid.trb.org/view/1352151 ER - TY - RPRT AN - 01560609 AU - Cummings, Scott AU - Sammon, Devin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Tread Buildup on Railroad Wheels PY - 2015/04//Technical Report SP - 31p AB - Based on the results of wheel slide tests and an inspection of wheels, the root cause of tread buildup (TBU) was identified as wheel slide caused by excessive brake force. During the tests, TBU accumulated to the greatest heights under dry conditions, at longer slide distances, and under heavier axle loads. Train speeds between 20 and 30 mph appeared to increase TBU height. Chemical analysis of TBU samples indicated that the source of the material is likely a combination of wheel and rail steel. This finding reinforces the conclusion that wheel slides cause TBU. A microstructural evaluation of several TBU samples found no martensite, a microstructure that results when hot steel is rapidly cooled. A relatively slow conductive heat transfer rate from the irregular contact between the hot TBU and the cooler wheel likely does not provide sufficiently rapid cooling for martensite formation. The railroad industry is currently poised to reduce TBU through improved brake system performance as a result of handbrake training for train crews, handbrake design improvements, an improved airbrake test, and the increased use of data from wayside detectors to identify cars with brake problems. Although TBU removals are decreasing, TBU-related accidents do not show a clear trend as a percentage of all wheel-related accidents. KW - Braking KW - Car wheels (Railroads) KW - Chemical analysis KW - Crash causes KW - Railroad crashes KW - Train speed KW - Tread metal buildup UR - http://www.fra.dot.gov/Elib/Document/14448 UR - https://trid.trb.org/view/1350373 ER - TY - SER AN - 01560608 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Cantu, Cassandra TI - An Evaluation of Safety Culture Initiatives at BNSF Railway PY - 2015/04 IS - 15-05 SP - 4p AB - Major safety culture (SC) initiatives initiated in the Federal Railroad Administration (FRA) Office of Research, Technology and Development (RT&D), such as Clear Signal for Action (CSA), the Investigation of Safety Related Occurrences Protocol (ISROP), the Participative Safety Rules Revision, and the Confidential Close Calls Reporting System (C³RS) have evolved from successful pilot demonstration projects to company-wide and industry-wide initiatives, including Amtrak’s Safe-2-Safer program, the BNSF Railway (BNSF) SC program, Union Pacific Railroad’s Total Safety Culture program, and FRA R&D CSA’s Program for the Passenger/High-Speed Rail Industry, among others. These successful SC pilot initiatives illuminate challenges which occur when similar but larger-scale implementations are evaluated: − How can a very large, complex dynamic corporate railroad organization, with a multitude of crafts and locations, improve upon and institutionalize a stronger safety culture company-wide? − How can FRA R&D support broad scale acceptance, adoption and implementation of stronger safety cultures across the rail industry? To address these key questions, FRA R&D has begun to evaluate company-wide or industry-wide SC initiatives. This report describes the evaluation of one such initiative at BNSF. KW - BNSF Railway KW - Case studies KW - Initiatives KW - Railroad safety KW - Railroad transportation KW - Safety culture KW - Safety management KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/14449 UR - http://ntl.bts.gov/lib/55000/55000/55085/BNSF_Research_Results_final.pdf UR - https://trid.trb.org/view/1350374 ER - TY - RPRT AN - 01560602 AU - Markos, Stephanie H AU - Pollard, John K AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Passenger Train Emergency Systems: Single-Level Commuter Rail Car Egress Experiments PY - 2015/04//Final Report SP - 135p AB - Under Federal Railroad Administration (FRA) sponsorship, a series of three experimental egress trials was conducted in 2005 and 2006 to obtain human factors data relating to the amount of time necessary for individuals to exit from a passenger rail car. This final report describes the results of all these emergency egress experiment trials. To FRA’s knowledge, the 2005 commuter rail car egress experiment was the first time that U.S. passenger rail car egress time trials were conducted with commuter rail passengers as test participants. Controlled variables included egress from the commuter rail car using side door(s) to a high-platform, low-platform, or right-of-way location, or using an end door to an adjacent car; as well as lighting conditions. Participant egress times varied significantly by the number of passenger rail car exits used and the exit route taken. The collected exit-time data are intended for use in establishing passenger rail car egress time estimates/norms and evaluating various aspects of car design that may promote or impede prompt occupant egress. The experiment data will also be used as input for the development of a passenger rail car emergency egress simulation computer model that can predict emergency evacuation time for a variety of passenger rail car configurations. KW - Egress time KW - Emergency exits KW - Evacuation KW - Experiments KW - Human factors KW - Passenger cars KW - Passenger trains KW - Railroad commuter service KW - Vehicle design UR - http://www.fra.dot.gov/Elib/Document/14446 UR - http://ntl.bts.gov/lib/54000/54800/54896/Single-Level_Commuter_20130515_final.pdf UR - https://trid.trb.org/view/1350375 ER - TY - RPRT AN - 01560873 AU - Raslear, Thomas G AU - Multer, Jordan AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Railroad Signal Color and Orientation: Effects of Color Blindness and Criteria for Color Vision Field Tests PY - 2015/03//Final Report SP - 33p AB - This report concerns two issues: 1) whether color vision is necessary for locomotive crews who work on railroads where the signal system is either completely redundant with regard to signal color and signal orientation or the signal system only uses signal orientation; 2) what criteria should the railroad industry use for a valid, reliable, and fair field test of color vision. These two sets of issues are discussed together because they both relate to Federal Railroad Administration's (FRA’s) Medical Standards Guidelines for locomotive engineers (49 CFR 240, Appendix F) and conductors (49 CFR 242, Appendix D) and to National Transportation Safety Board (NTSB) recommendations (NTSB 2013-18 and 2013-19) that FRA establish a field test for color vision for railroad employees who fail standard tests of color vision such as pseudoisochromatic plate tests. In the event that FRA considers reviewing its regulations regarding color vision, this information will be relevant and useful. KW - Color KW - Color blind persons KW - Color vision KW - Guidelines KW - Railroad safety KW - Railroad signals KW - Train crews KW - U.S. Federal Railroad Administration KW - U.S. National Transportation Safety Board KW - Vision tests UR - http://www.fra.dot.gov/Elib/Document/14393 UR - http://ntl.bts.gov/lib/54000/54800/54840/TR_Signal_Color_and_Position.pdf UR - https://trid.trb.org/view/1347697 ER - TY - RPRT AN - 01555796 AU - Raslear, Thomas G AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Using Signal Detection Theory to Understand Grade Crossing Warning Time and Motorist Stopping Behavior PY - 2015/02//Technical Report SP - 30p AB - Motorist error or poor judgment is a significant causal factor in highway-rail grade crossing collisions. Crashes at grade crossings equipped with warning devices often involve motorists who drive around gates or across railroad tracks while flashing lights are warning them that a train is approaching. This noncompliant behavior may be due to the motorists’ expectations of train arrival time following activation of gates and lights as well as the overall duration of the warning. Because warning times are variable, it is uncertain whether the mean warning duration, the variability of the warning’s duration, or both are influencing motorists’ decisions to disregard the warnings. As a result, signal detection theory was used to model motorists’ stopping behavior at active grade crossings. The key factor in predicting motorist stopping behavior is treating the subjective probability that a train is in the grade crossing as a function of the expected arrival time of the train and this was modeled with Gaussian, Chi-squared and Poisson probability distributions. The probability of stopping predicted from each probability distribution was compared with data collected by Richards and Heathington (1990). The Gaussian model provided the best fit to the data and indicated that warning time variability is the most important factor affecting motorist stopping behavior. Additional data collection to confirm and refine the model is discussed. A theory of motorist behavior at grade crossings, such as signal detection theory, provides a means to critically examine inchoate hypotheses so that they can be more formally stated and vigorously tested. This theory should continue to be developed for evaluating motorist behavior at grade crossings. KW - Behavior KW - Compliance KW - Drivers KW - Grade crossing protection systems KW - Railroad grade crossings KW - Signal detection theory KW - Warning time UR - http://www.fra.dot.gov/Elib/Document/14350 UR - https://trid.trb.org/view/1342950 ER - TY - RPRT AN - 01554212 AU - Sharma & Associates, Incorporated AU - Federal Railroad Administration TI - Validation of the Train Energy and Dynamics Simulator (TEDS) PY - 2015/01//Technical Report SP - 55p AB - The Federal Railroad Administration (FRA) has developed Train Energy and Dynamics Simulator (TEDS) based upon a longitudinal train dynamics and operations simulation model which allows users to conduct safety and risk evaluations, incident investigations, studies of train operations, ride quality evaluations, and evaluations of current equipment and new equipment designs. This document describes how TEDS modelling software predictions were validated with publicly available data in order to establish a sufficiently high level of confidence for users, which will enable them to conduct studies and investigations with TEDS. This report describes the approach to validating TEDS and the associated criteria that were adopted for this purpose, and it discusses validating the model at the train level as well as validating simulations of the braking systems (both pneumatic and electronically controlled pneumatic (ECP)) and the coupling systems (both draft gears and cushioning units). Train level validation was accomplished using available velocity profiles, coupler forces, brake pipe and brake cylinder pressures and stopping distance data from well documented published and publicly available sources. After the validation process concluded, it was evident that TEDS is a high fidelity model that realistically predicts longitudinal train behavior under a variety of operating conditions, including acceleration, braking, steady state running, hilly terrain operation, and certain emergency conditions. Further, it demonstrated that TEDS’ predictions are realistic for both gross train dynamics, which is measured by parameters such as position, velocity, and stopping distance, as well as inter-car dynamics, which is measured by parameters such as coupler forces. KW - Railroad trains KW - Simulation KW - Software KW - Train operations KW - Validation KW - Vehicle dynamics UR - http://www.fra.dot.gov/Elib/Document/14343 UR - https://trid.trb.org/view/1341931 ER - TY - RPRT AN - 01593934 AU - Frey, H Christopher AU - Graver, Brandon M AU - Hu, Jiangchuan AU - North Carolina State University, Raleigh AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Locomotive Biofuel Study – Rail Yard and Over the Road Measurements Using Portable Emissions Measurement System PY - 2015///Final Report SP - 388p AB - The emissions of three locomotive engines were measured with ultra low sulfur diesel (ULSD) and multiple biofuel blends, including B10, B20, and B40. B20 biodiesel fuel reduced emissions of carbon dioxide (CO₂), carbon monoxide (CO), hydrocarbon (HC), and particulate matter (PM). Portable Emissions Measurement Systems (PEMS) were used to measure the exhaust concentrations and emission rates. Measurements were made on an EMD F59PHI and two EMD F59PH passenger locomotives, each with 3,000 hp, 2-stroke turbocharged EMD12-710 prime mover engines. There were no observed adverse impacts of biofuel use on engine wear, operability, or maintenance; however, the fuel has a limited impact on NOx emissions. Testing revealed that B20 biodiesel fuel led to the largest reductions in CO₂, CO, HC, and PM from railroad locomotives based on rail yard and over-the-rail measurements. This research demonstrates methods for rail yard and over the rail locomotive emissions measurements using PEMS, and these methods can be applied to address a wide variety of study objectives related to locomotives, fuels, duty cycles, emission controls, and others. KW - Biomass fuels KW - Carbon dioxide KW - Carbon monoxide KW - Diesel fuels KW - Engine operation KW - Hydrocarbons KW - Locomotives KW - Nitric oxide KW - Particulates KW - Pollutants KW - Portable Emissions Measurement System UR - http://www.fra.dot.gov/Elib/Document/15649 UR - https://trid.trb.org/view/1400244 ER - TY - CONF AN - 01565440 AU - Brecher, Aviva AU - Shurland, Melissa AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Study on Improving Rail Energy Efficiency (E2): Best Practices and Strategies PY - 2015 AB - A recent Volpe Center report for the Federal Railroad Administration’s (FRA) Rail Energy, Environment, and Engine (E3) Technology research and development program reviewed rail industry best practices (BPs) and strategies for improving energy efficiency (E2) and environmental sustainability. The review included examples of and opportunities for adoption of international transferrable BPs, and US technologies for equipment, operations and logistics software tools that have measurably improved E2 performance for passenger and freight railroads. Drivers providing renewed impetus for rail industry E2 advances include environmental compliance requirements with US Environmental Protection Agency (EPA) locomotive emission standards, US Department of Transportation Congestion Mitigation and Air Quality improvement program grants, state, regional and urban clean diesel campaigns, as well as the FRA National Rail Plan, and High-Speed Intercity Passenger Rail (HSIPR) initiatives. The report presented comparative rail system energy efficiency data and trends relative to competing modes, illustrated the benefits of energy-efficient technologies, and of alternative fuels use. Based on a comprehensive literature review and on experts’ inputs, the report highlighted models of corporate rail sustainability plans and system-wide BPs and success stories. Available rail equipment and operational practices proven to improve E2 with environmental and economic benefits for all rail industry segments were illustrated. Findings and recommendations for further improving rail E2 and sustainability were tailored to the specific needs and goals of intercity and commuter passenger rail, and freight railroads (Class I-III). U1 - 2015 Joint Rail ConferenceSan Jose,California,United States StartDate:20150323 EndDate:20150326 KW - Air quality management KW - Alternate fuels KW - Best practices KW - Economic benefits KW - Energy conservation KW - Energy consumption KW - Environmental impacts KW - Freight trains KW - Literature reviews KW - Passenger trains KW - Railroad commuter service KW - Sustainable transportation UR - http://ntl.bts.gov/lib/54000/54800/54898/JRC2015_Rail_E2_strategies.pdf UR - https://trid.trb.org/view/1355786 ER - TY - RPRT AN - 01554458 AU - Al-Nazer, Leith AU - Federal Railroad Administration TI - Track Profile Approximation Using Railcar Body Acceleration Data PY - 2014/12//Final Report SP - 46p AB - Accelerations are frequently measured from the car body of a rail vehicle, which is mounted above one or more suspension systems. Measuring accelerations in the car body is largely done for convenience, as mounting an accelerometer to a truck or axle of a railcar is more cumbersome than simply placing an accelerometer inside the railcar body. For those involved with track research, maintenance, and safety, there is a desire to correlate these car body accelerations with track conditions. However, a railcar suspension system acts as a filter that can interfere with taking precise acceleration measurements. To complicate matters further, the railcar body, in combination with the suspension system, has several natural modes of vibrations. As a result, some accelerations that exceed a predefined threshold measured from the railcar body do not correlate with track conditions. Thus, the use of acceleration data in this manner to accurately and reliably identify track defects or exceptions may be hampered--potentially triggering further inspection by railroad personnel when unnecessary--or masking such indicators. This report puts forth a simplified model of a railcar and a corresponding deconvolution filter (also known as an inverse filter) which theoretically eliminates the amplification and attenuation effects of the railcar suspension system. KW - Acceleration (Mechanics) KW - Railroad cars KW - Railroad tracks KW - Ride quality KW - Suspension systems UR - http://www.fra.dot.gov/Elib/Document/14326 UR - https://trid.trb.org/view/1341313 ER - TY - RPRT AN - 01554259 AU - Cummings, Scott AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Broken Rims in Railroad Wheels PY - 2014/12//Final Report SP - 59p AB - Broken wheels are one of the most common types of equipment-caused train accidents. The failure of rail car wheel rims, which are usually the result of shattered rims or vertical split rims (VSR), are the leading cause of wheel-related accidents, and they are increasing as a percentage of all equipment-related accidents. The root causes of shattered rims have been agreed upon in the literature and effective mitigation procedures have already been implemented. Inspection, analysis, and testing of microcleanliness and residual stresses have increased confidence in a theory about the root cause of VSR failures in railroad wheels. However, two attempts to replicate the VSR failure mode under controlled conditions in the laboratory were unsuccessful, indicating that more research is needed to better understand VSRs and to assess the best potential mitigation methods. VSRs are thought to be the result of tread damage on the wheel surface in the form of a shell or spall that initiates cracking in the rim and produces impact loads when it comes in contact with the rail. If the crack propagates vertically to an area of tensile residual stress in the wheel rim, further crack growth is encouraged until a portion of the rim breaks free from the wheel. KW - Cracking KW - Impact loads KW - Railroad safety KW - Railroad trains KW - Wheel rims KW - Wheels UR - http://www.fra.dot.gov/Elib/Document/14325 UR - https://trid.trb.org/view/1341314 ER - TY - SER AN - 01554222 JO - Research Results PB - Federal Railroad Administration TI - Autonomous Broken Rail Detection Technology for Use on Revenue Service Trains PY - 2014/12 IS - RR 14-40 SP - 4p AB - ENSCO Inc. in collaboration with Virginia Tech (VT) has developed, tested, and integrated a wavelet-based broken rail detection algorithm. This algorithm utilized acceleration data that was recorded by the Vehicle/Track Interaction (V/TI) Monitor, an autonomous measurement system that proved promising during an experimental blind test. To compliment the V/TI Monitor, a geo-fencing technology identified single axle impacts that occur at locations away from known track features. Both of these methods were evaluated using historical data collected in 2011 and data recorded as part of this study (between December 2012 and April 2013). Difficulties in establishing ground truth data led the researchers to perform dynamic simulations with LS-DYNA and arrange a controlled test over known rail breaks at the Transportation Technology Center (TTCI). For all data sets analyzed, the algorithms were unable to identify broken rails with a high degree of accuracy while minimizing the number of false-positive alerts. This report will focus on the results produced by the rail-detection algorithm from the 2011 historical data and a controlled test at TTCI. KW - Algorithms KW - Detection and identification KW - Maintenance of way KW - Railroad tracks KW - Simulation KW - Wavelets UR - http://www.fra.dot.gov/Elib/Document/14327 UR - https://trid.trb.org/view/1341312 ER - TY - SER AN - 01552137 JO - Research Results PB - Federal Railroad Administration TI - Crippling Test Of An M1 Passenger Railcar PY - 2014/12 IS - 14-43 SP - 4p AB - Occupied volume integrity (OVI) refers to a passenger railcar’s ability to preserve interior cabin space for passengers and crew during an accident. By preventing or minimizing structural deformation of, or intrusions into the rail vehicle's interior, passengers are better able to withstand, sustain and survive the immense forces resulting from an impact or other high magnitude event. The Federal Railroad Administration’s (FRA) Office of Research and Development (R&D) is sponsoring research to investigate OVI. The principal objective of the crippling test was to increase the compressive load on the M1 car until the ultimate load capacity of the car was reached. The key outputs from this test were the force-versus-displacement behavior and the overall mode of deformation of the M1 car at crippling. The key measurements that were made included the applied loads, the reaction loads, the displacements of the underframe and the ends of the car, and the strains in key longitudinal members. KW - Compression tests KW - Deformation KW - Load tests KW - Passenger cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/14328 UR - https://trid.trb.org/view/1341311 ER - TY - RPRT AN - 01551302 AU - Hedrick, John C AU - Fritz, Steven G AU - Southwest Research Institute AU - Federal Railroad Administration TI - Locomotive Emissions Measurements for Various Blends of Biodiesel Fuel PY - 2014/12//Final Report SP - 47p AB - The objective of this project was to assess the effects of various blends of biodiesel on locomotive engine exhaust emissions. The emission tests were conducted on two locomotive models, a Tier 2 EMD SD70ACe and a Tier 1 Plus GE Dash9-44CW, using two baseline fuels: (1) conventional Environmental Protection Agency (EPA) ASTM No. 2-D S15 certification diesel fuel and (2) commercially available California Air Resource Board (CARB) Ultra Low Sulfur Diesel (ULSD) fuel. A single batch of soy-based B100 was mixed in with the EPA and CARB diesel to yield a 5 percent and 20 percent blend of fuel. A randomized test matrix was used to perform triplicate tests on each of the six test fuels (EPA0, CARB0, EPA5, CARB5, EPA20, and CARB20). General emissions and fuel economy trends seen in other studies and applications for biodiesel use were also observed in this study. Higher blend levels of biodiesel were associated with lower carbon monoxide and particulate matter, as well as with higher levels of nitrogen oxides and fuel consumption. Use of diesel fuel with 20 percent biodiesel often resulted in statistically significant differences from the fuel with 0 percent or 5 percent biodiesel, while the difference between 0 percent and 5 percent biodiesel was generally not statistically significant. KW - Biodiesel fuels KW - Carbon monoxide KW - Diesel engine exhaust gases KW - Fuel consumption KW - Locomotives KW - Nitrogen oxides KW - Particulates KW - Passenger trains KW - Pollutants UR - http://www.fra.dot.gov/Elib/Document/14322 UR - https://trid.trb.org/view/1339997 ER - TY - SER AN - 01548656 JO - Research Results PB - Federal Railroad Administration AU - Sharma & Associates AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - Prototype Design and Test of a Collision Protection System for Cab Car Engineers PY - 2014/12 IS - RR 14-37 SP - 4p AB - Advancements in the design of rail cars can potentially prevent the structural collapse of space occupied by a cab car engineer during a train collision. With adequate survival space maintained, the next crashworthiness objective is to minimize the consequences of any resulting secondary impact between the engineer and the control stand. A conceptual Engineer Protection System (EPS) has been developed to meet these design objectives and requirements, using finite element analyses and component-level tests. The system was fabricated and dynamically tested using an instrumented Hybrid III 95th percentile male anthropomorphic test device (ATD). The scope of the effort was as follows: (1) Design and fabricate an EPS to meet the performance requirements, (2) Design and fabricate a baseline cab console to which the EPS components will be installed, (3) Evaluate the design performance using computer model(s) and component tests, (4) Conduct a sled test to verify EPS performance, and (5) Compare the test performance of the EPS with the analysis predictions. KW - Crashworthiness KW - Dummies KW - Finite element method KW - Locomotive engineers KW - Occupant protection devices KW - Prototypes KW - Railroad cars KW - Sled tests UR - http://www.fra.dot.gov/Elib/Document/14244 UR - https://trid.trb.org/view/1334398 ER - TY - RPRT AN - 01548512 AU - Llana, Patricia AU - Stringfellow, Richard AU - TIAX, LLC AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Development, Fabrication, and Testing of Locomotive Crashworthy Components PY - 2014/12//Final Report SP - 73p AB - The Federal Railroad Administration (FRA) and the John A. Volpe National Transportation Systems Center (Volpe Center) are continuing to evaluate new technologies for increasing the safety of passengers and operators in rail equipment. In recognition of the importance of override prevention in train-to-train collisions in which one of the vehicles is a locomotive, and in light of the success of crash energy management technologies in cab car-led passenger trains, the Volpe Center seeks to evaluate the effectiveness of components that could be integrated into the end structure of a locomotive that are specifically designed to mitigate the effects of a collision and, in particular, to prevent override of one of the lead vehicles onto the other. The research program described in this report aims to develop, fabricate, and test two crashworthy components for the forward end of a locomotive: (1) a deformable anti-climber and (2) a push-back coupler. KW - Couplers KW - Crashworthiness KW - Design KW - Fabrication KW - Impact tests KW - Locomotives KW - Railroad crashes KW - Technological innovations KW - Train components KW - Underride override crashes UR - http://www.fra.dot.gov/Elib/Document/14245 UR - http://ntl.bts.gov/lib/54000/54400/54413/Locomotive_Crashworthiness_20141110_final.pdf UR - https://trid.trb.org/view/1334396 ER - TY - RPRT AN - 01548629 AU - Gabree, Scott H AU - Chase, Stephanie AU - Doucette, Ann AU - Martino, Michael AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Countermeasures to Mitigate Intentional Deaths on Railroad Rights-of-Way: Lessons Learned and Next Steps PY - 2014/11//Final Report SP - 91p AB - Trespassing is the leading cause of rail-related fatalities in the United States. A large proportion of these trespasser fatalities are from intentional acts (i.e., suicides). With a lack of systematic research and evaluation of the countermeasures that are currently in place as well as those that have been proposed, it is difficult for railroad carriers and communities that seek to select appropriate countermeasures that are likely to be effective at mitigating suicides. This report discusses the current information available on trespasser fatalities and the implementation of countermeasures in use internationally to prevent suicides on the railroad right-of-way. The paper presents a discussion of each countermeasure according to various intervention points along the path to complete suicide on the railroad right-of-way. These intervention points include: preventing individuals from reaching a suicidal state, making the railroad environment appear to be a less viable means for attempting suicide, deterring access to the right-of-way, avoiding collisions with trespassers and pedestrians, reducing the lethality of a train-person collision, and improving the quality of data and reporting standards. Each of these intervention points provides an opportunity for a countermeasure to potentially divert the individual from the path towards a suicidal act. KW - Countermeasures KW - Fatalities KW - Railroad crashes KW - Railroads KW - Suicide KW - Trespassers KW - United States UR - http://www.fra.dot.gov/Elib/Document/14240 UR - http://ntl.bts.gov/lib/54000/54400/54427/Countermeasures_Mitigate_Deaths_20141124l.pdf UR - https://trid.trb.org/view/1333143 ER - TY - SER AN - 01544669 JO - Research Results PB - Federal Railroad Administration TI - Control of Rolling Contact Fatigue On Premium Rails in Revenue Service PY - 2014/11 IS - RR 14-34 SP - 4p AB - Effective rail maintenance strategies are essential for controlling rolling contact fatigue (RCF) and reducing wear of rails under heavy axle load (HAL) operations. In an effort to optimize rail maintenance strategies in revenue service, Transportation Technology Center, Inc. (TTCI) has been investigating top-of-rail (TOR) friction control and preventative grinding practices for control of RCF. Rail performance testing has been conducted in revenue service since the fall of 2005 at the eastern and western mega sites near Bluefield, West Virginia, and Ogallala, Nebraska, respectively. The primary objective of this test is to evaluate the performance of premium rail in the HAL revenue service environment. A secondary objective, established later for the western mega site only, is to evaluate the long-term effects of different rail maintenance strategies on premium rail in the HAL revenue service environment. KW - Axle loads KW - Fatigue (Mechanics) KW - Maintenance of way KW - Performance KW - Rail grinding KW - Railroad tracks KW - Rolling contact UR - http://www.fra.dot.gov/Elib/Document/14158 UR - https://trid.trb.org/view/1330892 ER - TY - RPRT AN - 01544666 AU - Workman, Dave AU - Stuart, Cameron AU - EWI AU - Federal Railroad Administration TI - Developing a Reliable Signal Wire Attachment Method PY - 2014/11//Final Report SP - 100p AB - The goal of this project was to develop a better attachment method for rail signal wires to improve the reliability of signaling systems. EWI conducted basic research into the failure mode of current attachment methods and developed and tested a new process that provides improved performance over current techniques. EWI studied currently available stud alloys and developed a solid state inertia friction welding (IFW) process to better control the joining process and reduce the likelihood of forming martensite in the rail head. C464 Naval Brass exhibited high strength without the formation of martensite under manageable process parameters. EWI developed the new welding process and conducted a series of tests to address any barriers to implementation. The testing included comparative tests between current exothermic welding techniques and the new IFW process. These tests included tensile testing, fatigue testing of welded joints, impact testing of weld joints, shear testing, microstructural analysis, and hardness testing in the rail steel immediately adjacent to the joint. In these tests, no martensite was found in the rail using the newly developed IFW process conditions. The mechanical tests showed a joint strength comparable to exothermic processes and fatigue performance that was as good, or better than, existing methods. This suggests the IFW approach should allow placement of the weld on the rail head with low risk of rail steel damage. A conceptual design for a portable IFW machine was completed. KW - Fatigue tests KW - Joints (Engineering) KW - Mechanical tests KW - Railroad signals KW - Welding KW - Wire UR - http://www.fra.dot.gov/Elib/Document/14159 UR - https://trid.trb.org/view/1330891 ER - TY - RPRT AN - 01544565 AU - Galea, E R AU - Blackshields, D AU - Finney, K M AU - Cooney, D P AU - University of Greenwich AU - Federal Railroad Administration AU - Research and Innovative Technology Administration TI - Passenger Train Emergency Systems: Development of Prototype railEXODUS Software for U.S. Passenger Rail Car Egress PY - 2014/11//Final Report SP - 180p AB - The Federal Railroad Administration (FRA), U.S. Department of Transportation (U.S. DOT), is sponsoring a research program, which includes investigation of the applicability of time-based egress performance requirements to U.S. passenger rail cars. This report describes the development of a new prototype railEXODUS computer software (Prototype Software) that can be used to evaluate the applicability of time-based egress requirements to U.S. passenger rail cars. The new Prototype Software is based on modifications to existing railEXODUS prototype software, which were implemented to adapt the EXODUS model for use in accurately predicting U.S. passenger rail car egress times. All movement and behavior data for individuals (agents) within the new Prototype Software are derived from analysis of U.S. passenger rail car egress experimental trials conducted in 2005 and 2006. The experimental trials included egress of individuals from commuter rail cars using end- and side-door exits to: (1) a high platform under normal and emergency lighting conditions and (2) low platform and right-of-way locations under normal lighting. (All of the egress trials were conducted under best-case, non-competitive conditions.) This research found that the use of such software is essential for performing thorough analyses of passenger train emergency evacuation scenarios. KW - Emergency exits KW - Evacuation KW - Passenger trains KW - Railroad commuter service KW - Railroad safety KW - Simulation KW - Software UR - http://www.fra.dot.gov/Elib/Document/14201 UR - https://trid.trb.org/view/1331612 ER - TY - RPRT AN - 01544550 AU - Stanchak, Kathryn AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Trespass Event Risk Factors PY - 2014/11//Final Report SP - 62p AB - The Volpe Center has used three sources of data—the Federal Railroad Administration’s required accident reports, locomotive video, and U.S. Census data—to investigate common risk factors for railroad trespassing incidents, the leading cause of rail-related deaths in the U.S. Risk factors found include (1) a disregard for grade crossing warning signs, (2) trespasser intoxication, (3) use of distracting electronic devices, and (4) right-of-way proximity to stations, bridges, and rail yards. This research report offers several suggestions for improved data availability to support future studies. KW - Data collection KW - Fatalities KW - Railroad crashes KW - Railroad safety KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/14160 UR - http://ntl.bts.gov/lib/54000/54100/54179/DOT-VNTSC-FRA-14-03.pdf UR - https://trid.trb.org/view/1330890 ER - TY - RPRT AN - 01541830 AU - Federal Railroad Administration TI - Summary of Class II and Class III Railroad Capital Needs and Funding Sources PY - 2014/10 SP - 39p AB - This report marks the fifth time that this issue has been reviewed since the Federal Railroad Administration (FRA) delivered to Congress in January 1993 the policy study titled "Small Railroad Investment Goals and Financial Options." Class II and Class III railroads (collectively referred to as “short line railroads”) play a critical role in originating and terminating goods transported by rail. Particularly important is the role that they play in providing rail service to rural America and their link to the Class I rail network. To understand the concerns with the financial and operating health of this segment of the rail industry, it is necessary to take a broad view and revisit the intent of the Staggers Rail Act of 1980 (Staggers). Staggers encouraged the sale of light-density lines, rather than their abandonment, in order to preserve rail service. In the decade following Staggers, more than 250 short line railroads were formed, adding to the approximately 220 such railroads that existed as of 1980. For Congress, policy makers, State and local governments, and other stakeholders, there was a concern at that time that this segment of the rail industry would not be able to generate sufficient traffic and revenues to sustain operations. Now, 34 years after Staggers and two decades after the growth in Class II and Class III railroads reached its zenith, this segment of the rail industry has survived. Today, there are more than 560 short line railroads operating in the U.S. Aside from accessing funds in the private capital markets to invest in infrastructure and maintain facilities, this segment of the rail industry has relied on State and Federal programs. Many States, with the goal of ensuring transportation options and maintaining a balanced transportation system, have robust programs to assist short line carriers. At the Federal level, Class II and Class III railroads can access funding (loans) through the Railroad Rehabilitation and Improvement Financing (RRIF) program. A new offering at the Federal level is the Transportation Infrastructure Generating Economic Recovery (TIGER) competitive grants program, where funding was initially provided under the American Recovery and Reinvestment Act of 2009 and later under subsequent appropriations. This has been very popular among short line railroads. The “Section 45G” tax credit has also been another option, when available. The most significant change that this segment of the rail industry has seen is the consolidation of Class III carriers under the control of holding companies. Today, there are 27 holding companies that control nearly 270 small railroads. This development has changed the relationship between the railroad and the banker and has also changed the lending calculus. Holding companies have railroads that encompass geographic and commodity diversity and have essentially reduced the banker’s risk of not being repaid. Holding companies have also taken a sophisticated approach to fund infrastructure projects and have relied on multiple combinations of funding from all programs available. However, as these holding companies explained, there are still significant investments to be made, particularly the upgrade of track to handle 286,000-pound rail cars as well as the repair and replacement of bridges. The holding companies also noted that the funding that is available often must be thinly spread among all carriers under their control in order to meet current and ongoing needs. Independent Class III railroads (i.e., Class III railroads not under the control of holding companies) also face these same investment challenges and the need to access capital to upgrade track and bridges for heavier rail cars as well as maintain their systems. A 2013 survey conducted by the Upper Great Plains Transportation Institute (UGPTI) confirms that there continue to be significant capital needs among Class II and Class III carriers. KW - Capital KW - Class II railroads KW - Class III railroads KW - Consolidations KW - Financial health KW - Financial sources KW - Financing KW - Holding companies KW - Investments KW - Maintenance of way KW - Needs assessment KW - Railroad Rehabilitation and Improvement Financing KW - Short line railroads KW - Staggers Rail Act of 1980 KW - Tax credits KW - Transportation Infrastructure Generating Economic Recovery UR - http://fra.dot.gov/Elib/Document/14131 UR - https://trid.trb.org/view/1328286 ER - TY - RPRT AN - 01551350 AU - Goel, Rajni AU - Wijesekera, Duminda AU - Bondi, Andre B AU - Howard University AU - George Mason University AU - Siemens Corporation AU - Federal Railroad Administration TI - Identity Management for Interoperable PTC Systems in Bandwidth-Limited Environments: The Final Report, Part 1 (of three parts) Introduction to The Project And Performance Studies PY - 2014/09/28 SP - 45p AB - Positive Train Control is a wireless based system designed to provide comprehensive safety coverage for passenger and cargo trains operating on U.S. railroads by 2015. Mandated by Rail Safety Improvement Act of 2008 (RISA 2008), major railroads have designed a broad architecture consisting of two networks; namely the Signaling Network (SN) and the Wayside Interface Unit (WIU) network powered by software-defined radios (SDRs) that use the same 220MHz range. The Signaling Network provides authorities for trains to enter fixed blocks of track and other signal functions and the Wayside Interface Network provide sensory information about the vicinity of the tracks. The railroad community has decided that both networks require message integrity and availability but not confidentiality for both networks. The research work originally funded was going to address the ability to create an identity management system for PTC signaling, covering both the Signaling network and the WIU network. Subsequently, as the work progressed, the project scope concentrated on the security of the WIU network. The main findings show the need to propose an enhanced WIU network. The second part articulates the need and the third part describes a potential solution and a prototype implementation. KW - Bandwidth KW - Communications KW - Performance KW - Positive train control KW - Railroad safety KW - Railroad signaling KW - Security KW - Wayside signals UR - http://www.fra.dot.gov/Elib/Document/14335 UR - https://trid.trb.org/view/1341292 ER - TY - RPRT AN - 01551536 AU - Brod, Daniel AU - Leslau, Boaz AU - DecisionTek, LLC AU - Federal Railroad Administration TI - BNSF San Bernardino Case Study: Positive Train Control Risk Assessment PY - 2014/09 SP - 101p AB - The Federal Railroad Administration funded the BNSF San Bernardino Case Study to verify its Generalized Train Movement Simulator (GTMS) risk assessment capabilities on a planned implementation of the I-Electronic Train Management System (I-ETMS) positive train control (PTC) system. The analysis explicitly simulated a 10-year period of railroad operations. During simulation, all initiating errors and failures of PTC-preventable accidents were captured and stored along with the entire system state. Subsequent analysis conducted repeated simulations based on random draws from these stored initiating system states to generate hazards and accidents with equivalent statistical confidence of more than 300 years of conventional Monte Carlo simulation. Subject to model assumptions, Base Case mean time to accident (MTTA) for collisions by type is: head-head 4.5 years, head-tail 11.8 years, and sideswipe 2.56 years. An over-speed derailment accident is predicted with a frequency of once every 8.6 years; risk of work zone accident is negligible. As modeled, I-ETMS mitigates all but negligible risk of PTC-preventable accidents with a high degree of confidence. A sensitivity analysis confirms these results. Changes to operating assumptions that could indicate greater risk in the Base Case actually show small variance in total risk. However, there is greater variance in the mix of accidents by accident type. KW - Case studies KW - Monte Carlo method KW - Positive train control KW - Railroad crashes KW - Railroad safety KW - Railroad simulators KW - Risk assessment KW - San Bernardino (California) UR - https://www.fra.dot.gov/eLib/details/L15985 UR - https://trid.trb.org/view/1327110 ER - TY - RPRT AN - 01542843 AU - Federal Railroad Administration TI - Southwest Multi-State Rail Planning Study PY - 2014/09//Technical Background Report SP - 147p AB - The Southwest Multi-State Rail Planning Study (SW Study) is the first high-performance rail (HPR) network planning study led by the Federal Railroad Administration (FRA). FRA initiated the SW Study concurrent with its national rail planning effort to develop a national toolkit for the conceptual planning of HPR networks at the multi-state and mega-regional level. The national toolkit includes a newly developed CONceptual NEtwork Connections Tool (CONNECT), which can help analyze the performance of HPR corridors and networks. The SW Study is a test case for the guidelines, tools, and performance standards developed in the national planning effort. Representatives from key transportation organizations worked through challenges of developing multi-state rail plans and outlined a common preliminary vision for HPR in the Southwest. The SW Study is the first multi-state rail plan (MSRP) effort developed within FRA’s conceptual HPR framework. Key tasks conducted to develop the plan included: Synthesizing existing state, local, and private plans and proposals and then identifying issues as related to multi-state rail network planning; Generating conceptual planning information for intercity corridors that have not yet been studied or have not been studied recently; and Convening stakeholders to work through challenges related to an MSRP and move towards a common preliminary vision for HPR in the Southwest. This document summarizes the analysis and findings from the SW Study. Close to eighty percent of stakeholders provided feedback on the draft Technical Background Report. Comments included requests for clarification, updates on projects and references, and general expressions of support for the SW Study. In addition, there was great interest in advancing next steps to sustain the momentum for rail planning in the Southwest region. KW - High-performance rail KW - Long range planning KW - Multistate planning KW - Railroad transportation KW - Southwestern States KW - Strategic planning UR - http://www.fra.dot.gov/Elib/Document/14124 UR - https://trid.trb.org/view/1328539 ER - TY - SER AN - 01538886 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Full-Scale Shell Impact Test of a DOT-112 Tank Car PY - 2014/08 SP - 4p AB - On February 26, 2014, federal railroad administration (FRA) conducted a full-scale side impact test of a department of transportation (DOT)112J340W specification tank car (DOT112) at the Transportation Technology Center, Inc. (TTCI) in Pueblo, CO. The shell of the car was struck at its mid-length by a 297,000 pound ram car equipped with a 12-inch by 12-inch impactor. The intent of this test was to demonstrate that the car could successfully resist a moderately high-energy impact without puncturing the tank shell. Figure 1 shows the tank car in its pre-test position against the impact wall at TTCI The objectives of this test were to compare the structural performance of the DOT112 car to that of a general purpose (DOT111) tank car and provide data to validate existing models. In December of 2013, FRA had conducted a companion test on a DOT111 specification tank car under similar impact conditions. The full-scale test on the DOT112 car examines the potential improvement in shell puncture resistance offered by a tank car with an increased shell thickness. The tank car tank was filled to approximately 96 percent of its shell-full capacity with water. While the DOT112 tank car is capable of pressurization, this test was conducted without pressurizing the car. Based on pre-test finite element analysis (FEA), the target test speed was 15 mph. The actual impact occurred at 14.7 mph. This speed corresponds to an impact energy of approximately 2.1 million foot-pounds of energy. The tank experienced a maximum indentation of approximately 52 inches and a peak force of approximately 1.1 million pounds. The tank did not puncture, causing the impact vehicle to rebound. KW - Finite element method KW - Hazardous materials KW - Impact tests KW - Prototype tests KW - Puncture resistance KW - Railroad safety KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/14006 UR - https://trid.trb.org/view/1322132 ER - TY - RPRT AN - 01551320 AU - Melaragno, Anthony AU - Bandara, Damindra AU - Wijesekera, Duminda AU - George Mason University AU - Federal Railroad Administration TI - Identity Management for Interoperable PTC Systems in Bandwidth-Limited Environments: The Final Report, Part 3 (of three parts) The Proposed Solution PY - 2014/07/26 SP - 20p AB - Positive Train Control is a wireless based system designed to provide comprehensive safety coverage for passenger and cargo trains operating on U.S. railroads by 2015. Mandated by Rail Safety Improvement Act of 2008 (RISA 2008), major railroads have designed a broad architecture consisting of two networks; namely the Signaling Network (SN) and the Wayside Interface Network (WIN) powered by software-defined radios (SDRs) that use the same 220MHz range. The Signaling Network provides authorities for trains to enter fixed blocks of track and other signal functions and the Wayside Interface Network provide sensory information about the vicinity of the tracks. The railroad community has decided that both networks require message integrity and availability but not confidentiality for both networks. From published documents, the Wayside Interface Network uses truncated SHA-1 hashed keys to ensure the integrity of the Wayside Interface Unit (WIU) messages. The authors have found that this choice may weaken the security requirements of WIU message broadcasts. The authors demonstrate these vulnerabilities using the details of the proposed protocols. Part 2 of this report showed that the existing wayside interface protocol has vulnerabilities. This part (Part 3) describes a solution that overcomes those vulnerabilities. The solution to overcome the hash breaking attack is to use a different hash for every hash at the every time moment. This way the beacon's integrity values will not be repeated over for a long time. Given that to change hashes frequently requires precise clocks, the authors first show a solution that operates under this strict assumption and show a relaxed version that does not depend on precisely synchronized clocks. KW - Communications KW - Messages (Communications) KW - Positive train control KW - Railroad safety KW - Railroad signaling KW - Security KW - Wayside signals UR - http://www.fra.dot.gov/Elib/Document/14337 UR - https://trid.trb.org/view/1341291 ER - TY - SER AN - 01535431 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - UIUC Concrete Tie and Fastener Field Testing at TTC PY - 2014/07 SP - 4p AB - In July 2012, the University of Illinois at Urbana- Champaign (UIUC) began an extensive experimental program at the Transportation Technology Center (TTC) in Pueblo, CO. The field experimentation program was part of a larger research program funded by the Federal Railroad Administration (FRA) to improve the design and performance of concrete crossties and fastening systems. The UIUC program recorded loads, strains, and displacements of the track components under passenger consists traveling at speeds of 2–102 mph, freight consists with car weights ranging from 263,000 to 315,000 pounds, and static responses from a track loading vehicle (TLV). The results of the experiment have yielded insight into the transfer of forces between the train wheels and the rail/fastener/crosstie system and provided a means to validate a comprehensive finite element model (FEM). KW - Concrete ties KW - Design KW - Fastenings KW - Field tests KW - Finite element method KW - Live loads KW - Performance KW - Rail fasteners KW - Railroad ties KW - Strain (Mechanics) UR - http://www.fra.dot.gov/Elib/Document/3955 UR - https://trid.trb.org/view/1317309 ER - TY - RPRT AN - 01535408 AU - Reiff, Richard AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Construction Loads Experienced by Plastic Composite Ties PY - 2014/07 SP - 58p AB - Damage to plastic composite ties during handling and track installation has been reported by a number of railroads. Results from a survey conducted to identify specific handling issues were used to develop field and laboratory tests to measure the loads plastic composite ties are subjected to during handling and installation. Results suggest ties that would otherwise pass current American Railway Engineering and Maintenance-of-Way Association (AREMA) Chapter 30 qualification tests and survive in track may fail because of the single, one-time high loads they may experience during installation or handling. For this reason, users and suppliers should critically evaluate existing tests in order to determine if additional tests that apply higher, single-event loads should be added to the screening process. A summary of peak loads is provided in this report, along with suggestions to develop impact and bending tests that simulate those peak load levels for laboratory screening tests. KW - Bending stress KW - Composite materials KW - Field tests KW - Laboratory tests KW - Loads KW - Plastics KW - Railroad construction KW - Railroad ties UR - http://www.fra.dot.gov/Elib/Document/3957 UR - https://trid.trb.org/view/1317307 ER - TY - RPRT AN - 01535343 AU - Ritter, George W AU - Mohr, William C AU - Jeong, David Y AU - Tang, Yim A AU - Stuart, Cameron AU - EWI AU - Federal Railroad Administration TI - Rail Base Corrosion and Cracking Prevention PY - 2014/07//Final Report SP - 60p AB - Rail base corrosion combined with fatigue or damage can significantly reduce rail life. Studies were done to examine the relative contribution of damage, corrosion, and fatigue on rail life. The combined effects can be separated into constituent factors. Anticorrosion treatments based on surface passivation of steel have been shown to extend rail fatigue life in the presence of damage and corrosion. KW - Corrosion KW - Cracking KW - Failure KW - Preservation KW - Rail (Railroads) KW - Service life UR - http://www.fra.dot.gov/Elib/Document/3959 UR - http://ntl.bts.gov/lib/52000/52700/52746/Rail_Base_Corrosion_Cracking_Prevention_20140731_final.pdf UR - https://trid.trb.org/view/1317305 ER - TY - RPRT AN - 01535341 AU - Ahmadian, Mehdi AU - Craft, Michael AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Railroad Administration TI - Evaluation of Wheel/Rail Contact Mechanics: Concepts Report PY - 2014/07//Final Report SP - 86p AB - A need exists for a new test rig design with advanced sensing technologies that will allow the railroad industry and regulatory agencies to better understand the wheel-rail contact dynamics and mechanics, especially as it pertains to high-speed rail. Both scaled and full-scale designs are being investigated. The use of scaled designs will make testing possible at much lower investment and complexity than is required for full-scale testing. However, a scaled rig eliminates the ability to directly test with fielded and standard (off-the-shelf) components. Irrespective of the scaling, the controlled laboratory environment will assist with obtaining data on the mechanics and dynamics of the creepage and creep forces within the contact ellipse under various conditions; this evaluation process is essential for better understanding the fundamentals of wheel-rail contact dynamics and more effective rail dynamics modeling. Therefore, the authors recommend developing a streamlined test rig of 1/4 to 1/5 full-scale with precise test control and sensory system that allows for accurate measurement of the wheel forces and moments that occur in conditions representative of actual field occurrences. The scaled test rig may serve as a steppingstone for future development of a full-size rig. KW - High speed rail KW - Mechanics KW - Rolling contact KW - Scale models KW - Test trains KW - Tractive forces KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/4004 UR - https://trid.trb.org/view/1317304 ER - TY - RPRT AN - 01535333 AU - Ahmadian, Mehdi AU - Craft, Michael AU - Stuart, Cameron AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Railroad Administration TI - Multifunction LIDAR Sensors for Noncontact, Speed, and Complex Rail Dynamics PY - 2014/07//Technical Report SP - 86p AB - The results of an extensive series of tests are presented to evaluate the viability and applicability of LIDAR systems for measuring track speed, distance, and curvature in revenue service. The tests indicate that a LIDAR system can successfully provide multifunctional, noncontact measurements with a higher degree of accuracy than encoders and interurban multiple units (IMUs), at speeds ranging from 0.5 to 100 mph. The tests are conducted onboard Federal Railroad Administration (FRA)’s R4 Hy-Rail vehicle and a track geometry measurement railcar. The railcar tests involve a field-hardy, unmanned system that is successfully operated over several months and thousands of revenue service miles. The results indicate that, with further development, the LIDAR technology would be suitable for implementation in FRA’s Autonomous Track Geometry Measurement System (ATGMS) and track geometry measurement systems. Additional studies are recommended to further establish the LIDAR system’s measurement accuracy, ability to generate a foot pulse (similar to encoder’s transistor-transistor logic (TTL) signal), and potential for measuring track geometry. The LIDAR system must be tested on a trial basis as a retrofit to wheel-mounted encoders to better assess its potential for integration into track geometry cars. A plausible commercialization plan is needed to prepare the technology for revenue service and integration into FRA’s ATGMS. KW - Curvature KW - Laser radar KW - Measurement KW - Railroad tracks KW - Sensors KW - Track geometry KW - Train track dynamics KW - Velocity measurement UR - http://www.fra.dot.gov/Elib/Document/3958 UR - https://trid.trb.org/view/1317306 ER - TY - SER AN - 01535324 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Ground Penetrating Radar Evaluation and Implementation PY - 2014/07 SP - 4p AB - Six commercial ground penetrating radar (GPR) systems were evaluated to determine the state-of-the-art of GPR technologies for railroad track substructure inspection. Phase 1 evaluated GPR ballast inspection techniques by performing testing at the Transportation Technology Center (TTC) in Pueblo, CO. The evaluation was conducted at the Facility for Accelerated Service Testing (FAST) on the High Tonnage Loop (HTL). Investigators from TTC compared the ballast fouling and layer depth outputs of different GPR systems. The outputs of the different systems were compared with one another and with other known conditions. Also, a moisture sensitivity test was performed to confirm the ability of GPR to sense relative changes in moisture. Three different proprietary methods were used to determine ballast fouling. Scattering (System 1) and dielectric dispersion methods (Systems 2–5) produced generally similar results, whereas the propagation analysis method (System 6) produced significantly different results. A number of ballast samples were also taken from trenches at various locations on the HTL at FAST, and sieve analysis was performed to define the particle size distribution of the sample. Less emphasis was eventually placed on this approach, because there were limitations to comparing discrete ballast samples with the GPR data (in terms of where the samples were taken) and relating them to the limited amount of ground truth data available. KW - Ballast (Railroads) KW - Evaluation KW - Ground penetrating radar KW - Guidelines KW - Inspection KW - Maintenance of way KW - Railroad tracks KW - State of the art UR - http://www.fra.dot.gov/Elib/Document/3956 UR - https://trid.trb.org/view/1317308 ER - TY - RPRT AN - 01531007 AU - daSilva, Marco AU - Ngamdung, Tashi AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Trespass Prevention Research Study – West Palm Beach, FL PY - 2014/07//Technical Report SP - 100p AB - The United States Department of Transportation’s (U.S. DOT) Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the U.S. DOT Federal Railroad Administration’s (FRA) Office of Research and Development (R&D), conducted a Trespass Prevention Research Study (TPRS) in the city of West Palm Beach, FL. The main objective of this research was to demonstrate potential benefits, including best practices and lessons learned, of implementation and evaluation of trespass prevention strategies following FRA’s and Transport Canada’s existing trespassing prevention guidance on the rail network in West Palm Beach, FL, and all of its rights-of-way. This report documents the results of the implementation of the guidance discussed in this study. The results of the trespass prevention strategies will be analyzed to help determine areas of potential risk, develop solutions to prevent and minimize risk exposure, and implement successful countermeasures in the future. The ultimate objective of the research is to aid in the development of national recommendations or guidelines to reduce trespass-related incidents and fatalities KW - Best practices KW - Guidelines KW - Railroad safety KW - Trespassers KW - West Palm Beach (Florida) UR - http://www.fra.dot.gov/Elib/Document/3943 UR - http://ntl.bts.gov/lib/52000/52100/52164/DOT-VNTSC-FRA-14-02.pdf UR - https://trid.trb.org/view/1316998 ER - TY - SER AN - 01531005 JO - Research Results PB - Federal Railroad Administration AU - Ranney, Joyce AU - Raslear, Thomas G AU - Federal Railroad Administration TI - Update from C³RS Lessons Learned Team: Safety Culture and Trend Analysis PY - 2014/07 SP - 4p AB - The Federal Railroad Administration (FRA) believes that, in addition to process and technology innovations, human-factors-based solutions can significantly contribute to improving safety in the railroad industry. To test this assumption, FRA implemented the Confidential Close Call Reporting System (C³RS) The overall evaluation is intended to provide knowledge about how C³RS can be implemented successfully, its impact on safety and safety culture, and the conditions necessary for long-term viability The demonstration site that was studied in depth successfully implemented C³RS, which positively impacted safety culture, as shown in the survey and interview data. The peer review team (PRT) implemented some corrective actions. The demonstration site learned that the process of involving senior management in reviewing and implementing corrective actions was not simple and so took action to improve it. Across sites, the railroads saw the value of analyzing trends as opposed to looking only at individual cases. Some of the railroads began using continuous improvement experts to assist with their analysis. KW - Close calls KW - Confidential incident reporting KW - Demonstration projects KW - Employees KW - Railroad safety KW - Trend (Statistics) KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3945 UR - https://trid.trb.org/view/1316996 ER - TY - SER AN - 01530998 JO - Research Results PB - Federal Railroad Administration AU - Omar, Tarek AU - Ngamdung, Tashi AU - daSilva, Marco AU - Federal Railroad Administration TI - Driver Performance on Approach to Crossbuck and STOP Sign Equipped Crossings PY - 2014/07 SP - 4p AB - In order to improve safe driving behavior at grade crossings, it is important to understand driver actions at or on approach to those areas. Thus, in order to gain a better understanding of the problem, the Federal Railroad Administration (FRA) Office of Research and Development funded a project to study driver activities at or on approach to grade crossings. The findings are discussed in the FRA report titled Driver Behavior Analysis at Highway-Rail Grade Crossings using Field Operational Test Data—Light Vehicles (http://www.fra.dot.gov/eLib/details/L04573). The analysis presented herein is based on follow-on research related to the findings discussed in the aforementioned report. The analysis focused on studying the effect of crossbucks only and crossbucks with STOP signs on driver behavior by examining braking activity and speed profiles on approach to such crossings. The analysis was performed using recently collected data on drivers’ activities at or on approach to grade crossings from the Integrated Vehicle Based Safety Systems (IVBSS) Field Operational Test (FOT) sponsored by the National Highway Traffic Safety Administration (NHTSA). The FOT included 108 participants and 16 research vehicles. Figure 1 shows a research vehicle on approach to a crossing equipped with crossbucks. The analysis of driver behavior (speed profile and braking activities) on approach to highway-rail grade crossings reveals that speed reductions are much greater and occur sooner at crossings equipped with STOP signs than at crossings equipped with crossbucks only. Older drivers tend to approach crossings more slowly and slow down more than younger and middle-aged drivers. There were no noticeable gender differences. The analysis of braking activities reveals that almost 100 percent of drivers applied brakes on approach to crossings equipped with STOP signs compared with 56 percent at crossings equipped with crossbucks. Male and middle-aged drivers applied brakes slightly more often than their counterparts on approach to crossings equipped with crossbucks. No clear gender or age-group differences were observed on approach to crossings equipped with STOP signs. KW - Age KW - Braking KW - Crossbucks KW - Demonstration projects KW - Driver performance KW - Railroad grade crossings KW - Railroad safety KW - Speed KW - Stop signs KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3944 UR - https://trid.trb.org/view/1316997 ER - TY - SER AN - 01530997 JO - Research Results PB - Federal Railroad Administration AU - Ranney, Joyce AU - Raslear, Thomas G AU - Federal Railroad Administration TI - Update from C³RS Lessons Learned Team: Four Demonstration Pilots PY - 2014/07 SP - 4p AB - The Federal Railroad Administration (FRA) believes that, in addition to process and technology innovations, human-factors-based solutions can significantly contribute to improving safety in the railroad industry. To test this assumption, FRA implemented the Confidential Close Call Reporting System (C3 RS), which includes the following: Confidential reporting; Root-cause analysis problem solving by a Peer Review Team (PRT) comprising labor, management, and FRA representatives; Implementation and review of corrective actions, some locally and others with the help of a Support Team made up of senior managers; Tracking the results of change; and Reporting the results of change to employees. Demonstration pilot sites are currently at Union Pacific Railroad (UP), Canadian Pacific Railway (CP), New Jersey Transit (NJT), and Amtrak. FRA is sponsoring a rigorous evaluation of C³RS functioning with regard to three important aspects: 1. What conditions are necessary to implement C³RS successfully? 2. What is the impact of C³RS on safety and safety culture? 3. What factors help to sustain C³RS over time? The evaluation is organized into baseline, midterm, and follow-up time periods at each site. Two sets of findings are presented here. The first set consists of baseline findings at one demonstration site (Site A), using the following data sources: (1) interviews with workers, managers, and other stakeholders and (2) other project documents, such as meeting notes and newsletters. The second set consists of findings across all demonstration sites and is based on interviews from all sites. KW - Amtrak KW - Canadian Pacific Railway Company KW - Confidential incident reporting KW - Demonstration projects KW - Employees KW - New Jersey Transit Corporation (NJ Transit) KW - Railroad safety KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/3946 UR - https://trid.trb.org/view/1316995 ER - TY - RPRT AN - 01530994 AU - Akhtar, Muhammad AU - Koch, Kevin AU - Wiley, Roy AU - Davis, David AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Load Environment of Rail Joint Bars – Phase II, Joint Bar Service Environment and Fatigue Analysis PY - 2014/07 SP - 38p AB - Detailed analysis of measured bending strains shows that the foundation deflections have the most significant effect on the magnitude of strains. All other factors, such as track type, track geometry, and fastening systems, have a less significant effect on strain levels. Fatigue analysis of the current and proposed candidate materials indicate that most joint bars may have a significantly longer fatigue life. The joint bar fatigue failures seen in service are likely from surface material discontinuities created as a result of manufacturing processes and mechanical notches induced during handling. Another factor that potentially affects the fatigue life is deteriorated foundations under rail joints. Significant residual stresses exist in as-manufactured joint bars. These stresses may affect the joint bar failures in negative or positive ways depending on the nature of service-induced stresses at a particular location. Instead of increasing the size of joint bars, managing residual stress appears to be an economical option to increase the strength of joint bars. KW - Bending stress KW - Fatigue strength KW - Rail joints KW - Residual stress KW - Strain (Mechanics) UR - http://www.fra.dot.gov/Elib/Document/3952 UR - https://trid.trb.org/view/1316994 ER - TY - RPRT AN - 01530993 AU - Gabree, Scott H AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Effect of an Active Another Train Coming Warning System on Pedestrian Behavior at a Highway-Rail Grade Crossing PY - 2014/07 SP - 33p AB - The Federal Railroad Administration (FRA) was interested in evaluating a type of grade crossing safety enhancement which alerts pedestrians at the crossing to the presence of a second train. The system chosen for this analysis, known as an Another Train Coming Warning System (ATCWS), consists of signage and an accompanying aural alert which is activated by the presence of multiple trains during gate activation. The ATCWS was installed at a crossing in Garfield, NJ, to assess the impacts of such a warning system on pedestrian behaviors during gate activations with multiple trains. Pedestrian violations were therefore tracked before and after the installation of the ATCWS. No difference was found in the number of violators during a second train activation before and after the installation of the ATCWS. However, small sample sizes and extreme weather during the data collection period indicate that further testing is necessary before strong conclusions about the effects of an ATCWS can be reached. KW - At grade intersections KW - Audible pedestrian signals KW - Garfield, NJ KW - Grade crossing protection systems KW - Pedestrian safety KW - Railroad safety KW - Second train warning KW - Warning signs UR - http://www.fra.dot.gov/Elib/Document/3942 UR - http://ntl.bts.gov/lib/52000/52100/52165/DOT-VNTSC-FRA-13-06.pdf?utm_source=GovDelivery&utm_medium=email&utm_campaign=july%20newsletter UR - https://trid.trb.org/view/1316999 ER - TY - ABST AN - 01575180 TI - Joint Bar Integrity Studies AB - This project will examine joint bar failures in revenue service on two Class I railroads and at the Facility for Accelerated Service Testing (FAST) for determination of the incipient conditions for joint bar failures. KW - Bars (Building materials) KW - Failure KW - Maintenance of way KW - Railroad tracks UR - https://trid.trb.org/view/1367424 ER - TY - ABST AN - 01573859 TI - Evaluation of New Rail Flaw Detection Technologies and Assessment of Detection Performance AB - This project will evaluate new rail flaw detection technologies and procedures for the assessment of detection performance relative to the probability of detection under the variety of rail wear conditions and a valid test conditions for reliable results. KW - Flaw detection KW - Maintenance of way KW - Railroad tracks KW - Tests for suitability, service and quality UR - https://trid.trb.org/view/1366936 ER - TY - RPRT AN - 01530958 AU - Guthy, Catherine AU - Rosenhand, Hadar AU - Bisch, Alison AU - Nadler, Eric AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Safety of Railroad Employees’ Use of Personal Electronic Devices PY - 2014/06//Final Report SP - 114p AB - This report describes two studies sponsored by the Federal Railroad Administration that examined distraction from personal electronic device (PED) usage among safety-critical railroad employees. Study I considered railroad rules, railroad efficiency testing results and accident databases, as well as first-hand accounts of PED usage and the safety issues that can result from the distraction that they can cause. The Study I participants were non-operating employees, specifically maintenance of way employees and signalmen. Study II expanded upon Study I to gather a wider “snapshot” of PED usage among operating and non-operating safety critical employees, specifically locomotive engineers, conductors, car inspectors, and dispatchers. In both studies, the researchers listened to input from employees about both PEDs and company-issued electronic communication devices. The findings provide a qualitative baseline for education and outreach programs that are intended to reduce distraction related to PED use in the workplace and address the extension of existing FRA regulations that prohibit or restrict their use to non-operating employees. KW - Distraction KW - Maintenance personnel KW - Personal communication devices KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Regulation KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/3908 UR - http://ntl.bts.gov/lib/52000/52100/52160/Railroad_Use_of_Electronic_Devices_20140620_FINAL.pdf UR - https://trid.trb.org/view/1313904 ER - TY - RPRT AN - 01530888 AU - Schug, Jason AU - Neeraj, Vyom AU - Paul, James AU - Wiseman, Marc AU - Ricardo Strategic Consulting AU - Federal Railroad Administration TI - Review Codes, Standards, and Regulations for Natural Gas Locomotives PY - 2014/06//Final Report SP - 35p AB - This report identified, collected, and summarized relevant international codes, standards, and regulations with potential applicability to the use of natural gas as a locomotive fuel. Few international or country-specific codes, standards, and regulations specifically written for natural gas fueled locomotives and tender cars were found, so the search was expanded to include natural gas as a transportation fuel. The inquiry yielded 181 documents primarily from countries that were reviewed as part of this project. KW - Coding systems KW - Countries KW - International KW - Locomotives KW - Natural gas KW - Natural gas vehicles KW - Regulations KW - Standards UR - http://www.fra.dot.gov/Elib/Document/3907 UR - http://www.fra.dot.gov/Elib/Document/3909 UR - https://trid.trb.org/view/1313905 ER - TY - RPRT AN - 01551318 AU - Federal Railroad Administration TI - Collaborative Incident Analysis and Human Performance Handbook PY - 2014/05 SP - 146p AB - Within any system, the human is the most flexible and adaptable component, able to adjust and control the system in an ever-changing operational environment. Yet, this favorable human trait is the very characteristic that can potentially lead to human error. System flaws can place the human in the position of contributing to undesired outcomes. Every system has rules that govern how that system should function and be operated. Without such rules the system would collapse resulting in catastrophe and chaos. Obedience to the rules of the system is very important, yet rules cannot be written to cover every possible condition that may arise in a dynamic world. This is where the human’s ability to adapt and be flexible must intervene in order to save the system. Often, these decisions must be made very quickly and with incomplete or misperceived information. Sometimes these decisions are incorrect, resulting in an error. Occasionally, an error will combine with other factors and result in unintended consequences such as an incident or accident. With this in mind, to adequately address human error the antecedents, or precursors, to the behaviors that lead to the decision-making process must be identified. Accidents can be analyzed to determine these antecedents, but available data is scarce because these events occur relatively infrequently. To broaden the available data of these antecedent or precursor events close calls are analyzed. When analyzing these data it is important to identify the behaviors that lead to the close call, but these efforts will be ineffective if the antecedents that drove the behavior are not also identified. Once these antecedents are identified, systemic countermeasures and/or new procedures can be developed that will prevent future occurrences of the same nature. The concepts found in this handbook can be applied to any investigatory activity that involves humans. This handbook has been developed to assist in identifying behavioral characteristics that lead to a close call and to identify the antecedents to these behaviors. With this information, countermeasures and procedures that will reduce the risk to employees, railroad property, and the general public can be developed. KW - Behavior KW - Decision making KW - Human characteristics KW - Human factors in crashes KW - Incident management KW - Railroad crashes UR - http://www.fra.dot.gov/Elib/Document/14293 UR - https://trid.trb.org/view/1341183 ER - TY - RPRT AN - 01531514 AU - Shurland, Melissa AU - Smith, Wade AU - Fritz, Steve G AU - Frey, H Christopher AU - Amtrak AU - Southwest Research Institute AU - North Carolina State University, Raleigh AU - Federal Railroad Administration TI - Locomotive Biofuel Study: Preliminary Study of the Use and Effects of Biodiesel in Locomotive Engines PY - 2014/05//Final Report SP - 101p AB - Section 404 of the Passenger Rail Investment and Improvement Act (PRIIA), 2008, mandated that the Federal Railroad Administration (FRA) undertake a Locomotive Biofuel Study to investigate the feasibility of using biofuel blends as locomotive engine fuel. This report summarizes three research initiatives undertaken by FRA to assess the viability of biodiesel as an alternative fuel for locomotives. The first initiative consisted of using a 20 percent blend of biodiesel in a passenger locomotive in revenue service to study air emissions and engine wear. The second initiative measured the emissions of Tier 1+ and Tier 2 locomotives operating on 5 percent and 20 percent blends of biodiesel, respectively. Those emissions were compared with those generated by conventional diesel fuel. The third initiative investigated the availability of biodiesel, rail yard and revenue service engine performance and emissions on various blends of biodiesel, as well as the practicability of using an alternative method to measure those emissions. The results from these research initiatives show that while it may be feasible to use biodiesel in blends of up to 20 percent in locomotive engines and reveal some impact on emissions, additional research is needed to understand the long term effects of high blends of biodiesel on locomotive engine components. KW - Alternate fuels KW - Biodiesel fuels KW - Diesel fuels KW - Engine performance KW - Feasibility analysis KW - Locomotives KW - Pollutants UR - http://www.fra.dot.gov/Elib/Document/3937 UR - https://trid.trb.org/view/1315882 ER - TY - RPRT AN - 01530956 AU - Honary, Lou AU - Shurland, Melissa AU - University of Northern Iowa, Cedar Falls AU - Federal Railroad Administration AU - Federal Railroad Administration TI - A Study of the Use of Bio-Based Technologies (Lubricant and Grease) in Railroad Applications PY - 2014/05//Final Report SP - 127p AB - The objective of the project was to study the efficacy of using bio-based lubricant and grease technologies in railroad applications (locomotives and maintenance of way equipment). Several commercially available rail curve greases were identified and tested. Three mineral oil-based and three bio-based rail curve greases were selected for comparative testing. Greases included a summer and a winter version. Testing was conducted in an environmental chamber using two grease dispensers from two Original Equipment Manufacturers (OEMs) at different temperatures. Field testing was conducted at two different sites on a revenue service railroad. KW - Alternatives analysis KW - Biodegradability KW - Field tests KW - Grease KW - Lubricants KW - Maintenance equipment KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/3936 UR - https://trid.trb.org/view/1315883 ER - TY - RPRT AN - 01526777 AU - Federal Railroad Administration TI - Hours of Service Compliance Manual Passenger Operations PY - 2014/05 SP - 340p AB - The Federal Hours of Service Act was enacted by Congress on March 4, 1907, to promote the safety of employees and travelers on railroads by limiting the hours of service of railroad employees. The Hours of Service Act was amended several times, and in 1994, it was recodified and is now found at Title 49 United States Code (U.S.C.) Chapter 211, Sections 21101–21109. The Federal Railroad Administration (FRA) and others now refer to it as the hours of service laws (HSL). The most significant changes to the HSL resulted from the Rail Safety Improvement Act of 2008 (RSIA). Most of the changes were to § 21103, limitations on duty hours of train employees, and include a monthly time limit on all service performed for a railroad and time spent waiting for or in deadhead transportation from duty to a point of final release after the 12-hour point in a consecutive service duty tour. The new provisions also restrict a train employee to 6 or 7 consecutive days of initiating on-duty periods followed by 48 or 72 consecutive hours off duty, and also require a minimum statutory off-duty period of 10 hours. In addition to changing some provisions and adding several more, the HSL, as amended by the RSIA, gave FRA the authority to create regulations governing the hours of service of train employees of commuter and intercity passenger railroad carriers. FRA published its final hours of service rules for train employees working in commuter or intercity passenger rail operations on August 12, 2011. The final rule became effective on October 15, 2011, and can be found at Title 49 Code of Federal Regulations (CFR) Part 228, Subpart F. This compliance manual specifically addresses commuter and intercity passenger rail operations, and it does not apply to train employees engaged in freight operations on freight railroads This manual provides clarification on hours of service requirements found at 49 CFR Part 228, Hours of Service Recordkeeping, and federal railroad administration (FRA) hours of service interpretations and policies. Because of the amount of guidance that exists to address the complexity of hours of service requirements, along with the diversity of railroad operations, it is necessary to provide comprehensive guidance and consolidate the majority of this information into one manual to ensure standardized application and compliance. This manual is not intended to be the primary reference document for hours of service requirements; 49 CFR Part 228, FRA Operating Practices Technical Bulletins, and official FRA letters addressing hours of service issues will remain the primary reference documents when dealing with Federal hours of service requirements. This manual also is not intended to apply to freight operations; a separate compliance manual addresses the different hours of service requirements for those types of operations. KW - Compliance KW - Employees KW - Hours of labor KW - Manuals KW - Passenger service KW - Policy KW - Railroad safety KW - Railroads KW - Recordkeeping UR - http://www.fra.dot.gov/Elib/Document/3861 UR - https://trid.trb.org/view/1308854 ER - TY - RPRT AN - 01604586 AU - Horton, Suzanne AU - DaSilva, Marco AU - Ngamdung, Tashi AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Evaluation of Education and Outreach Methods and Strategies: A Case Study of a Web-Based Rail Safety Education Initiative PY - 2014/04//Technical Report SP - 49p AB - The U. S. Department of Transportation’s (U.S. DOT) Research and Innovative Technology Administration’s (RITA) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the U.S. DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted a research study to evaluate the impact of an education program on highway-rail grade crossing safety. The Volpe Center worked in collaboration with Operation Lifesaver, Inc., (OLI) to evaluate the impact of the Web-based Rail Safety for Professional Drivers e-Learning Challenge (ProDriver Challenge). The evaluation was conducted using Federal safety data and information on the ProDriver Challenge collected from users about their experiences. The evaluation of the ProDriver Challenge e-learning module showed that it was targeting the appropriate audience; it was expanding the number of participants in OLI training, and users valued the experience. The evaluation also revealed areas for program improvement as well as next steps for education and outreach. KW - Case studies KW - E-learning KW - Outreach KW - Railroad grade crossings KW - Railroad safety KW - Safety education KW - Strategic planning UR - http://ntl.bts.gov/lib/56000/56800/56888/EducationOutreachPilotStudy_final.pdf UR - https://trid.trb.org/view/1414859 ER - TY - RPRT AN - 01545619 AU - California High Speed Rail Authority AU - Federal Railroad Administration TI - Final Environmental Impact Report/Environmental Impact Statement: Fresno to Bakersfield Section PY - 2014/04//Final Report AB - The Fresno to Bakersfield Section Final Environmental Impact Report/Environmental Impact Statement (EIR/EIS) is a second-tier EIR/EIS that provides project-level information for decision-making on this portion of the high-speed train (HST) system. This final EIR/EIS incorporates changes and revisions to the environmental analysis as a result of public comment during the draft phase. It includes discussion of station area development and a heavy maintenance facility. KW - Bakersfield (California) KW - California KW - California High Speed Rail Authority KW - Environmental impact analysis KW - Environmental impact statements KW - Fresno (California) KW - High speed rail KW - Transportation planning UR - http://www.hsr.ca.gov/Programs/Environmental_Planning/final_fresno_bakersfield.html UR - https://trid.trb.org/view/1309289 ER - TY - SER AN - 01523960 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Development of a Short Line Railroad Safety Institute: Phase I – Job Analysis PY - 2014/04 SP - 4p AB - A proposed Short Line Safety Institute is being developed, implemented and evaluated as a result of the support of the Federal Railroad Administration's (FRA) Office of Research and Development (R&D) and the American Short Line and Regional Railroad Association (ASLRRA). Three key functions will be performed by the Institute, as follows: (1) safety culture assessment, (2) safety compliance assessment, and (3) manager education. Building a stronger and sustainable safety culture in the short line industry through non-punitive and voluntary partnerships with individual member railroad companies is the proposed Institute's mission. The Institute is being established by ASLRRA in order to enhance and improve safety performance on short line railroads across North America. Still under development are the final organizational structure and physical logistics of the Institute. The Institute will assess short line railroads’ operations and safety programs in order to accomplish its goals. Teams, comprised of experts, will conduct these assessments. Short line railroad safety best practices will be identified by the Institute, and the following will be developed: Guidance and tools for railroads to monitor the state of their safety culture; Training materials, including leadership training to assist managers with safety compliance and safety culture change; and Recommendations and resources for short line railroad members of ASLRRA to enhance safety culture. A pilot project will be the starting point for development of the Institute. ASLRRA will work with federal railroad administration (FRA), the Volpe Center, and the University of Connecticut as part of this pilot phase in order to create tools to assess the current level of regulatory compliance and safety culture levels on short line railroads that transport crude oil. Written validated assessments, structured interviews, focus groups, and observation may be included as safety culture tools. The Institute’s initial focus, after which it will address other short line railroad safety issues, will be the safety of crude oil transportation by rail. KW - Compliance KW - Crude oil KW - Evaluation and assessment KW - Pilot studies KW - Railroad safety KW - Safety education KW - Short line railroads UR - http://www.fra.dot.gov/Elib/Document/3840 UR - https://trid.trb.org/view/1307273 ER - TY - RPRT AN - 01523223 AU - Raslear, Thomas G AU - Federal Railroad Administration TI - Start Time Variability and Predictability in Railroad Train and Engine Freight and Passenger Service Employees PY - 2014/04 SP - 27p AB - Start time variability in work schedules is often hypothesized to be a cause of railroad employee fatigue because unpredictable work start times prevent employees from planning sleep and personal activities. This report examines work start time differences from three different databases previously published by the Federal Railroad Administration: the Fatigue Accident Validation database, the Work Schedules and Sleep Patterns of Train and Engine Service Workers database, and the Work Schedules and Sleep Patterns of Passenger Train and Engine Service Workers database. A statistical description is provided for start time differences for Freight Train and Engine (T&E) crews on days with accidents (Accidents), Freight T&E on days preceding accidents (Pre-accident), T&E on days without accidents (T&E), and Passenger T&E on days without accidents (Passenger T&E). Start time difference unpredictability (σ2) was ordered as follows: σAccidents 2≥ σPre−accident 2> σT&𝐸 2> σPassenger T&𝐸 2. Fatigue, as measured by the Fatigue Avoidance Scheduling Tool, was significantly correlated with start time difference unpredictability. The start time difference variance and hazard function are useful statistical measures for determining start time variability and predicting fatigue in work schedules. KW - Crash risk forecasting KW - Fatigue (Physiological condition) KW - Hours of labor KW - Human factors in crashes KW - Irregular work schedules KW - Predictability KW - Railroad crashes KW - Railroads KW - Sleep KW - Train crews KW - Work start times UR - http://www.fra.dot.gov/Elib/Document/3623 UR - https://trid.trb.org/view/1304980 ER - TY - RPRT AN - 01523184 AU - Gist, Richard AU - National Fallen Firefighters Foundation (NFFF) AU - Federal Railroad Administration TI - Proposed Key Elements of a Critical Incident Intervention Program for Reducing the Effects of Potentially Traumatic Exposure on Train Crews to Grade Crossing and Trespasser Incidents PY - 2014/04 SP - 46p AB - This independent report presents work conducted regarding project FR-RDD-0024-11-01 to advise and support the formulation of regulations and supporting materials concerning “critical incident” response plans for rail carriers covered by the Rail Safety Improvement Act of 2008, Sec. 410. This report addresses the following topics: (a) Review of literature on established and emerging research findings with respect to occupational exposure to potentially traumatic events (PTEs); (b) Review of literature on current best practices with respect to prevention, mitigation, early intervention, and evidence-based treatment of established sequelae from such exposures; (c) Review of current practices by key rail carriers as reported through the Association of American Railroads (AAR) to determine level of consensus reflected in existing programs respecting critical requirements of the authorizing act (e.g., definition of “critical incident,” release from duty of impacted employees, intervention design, and evaluation of outcomes); (d) Preparation of a general guidance template outlining key features that might be expected in model programs, reflecting current best practices and existing consensus; and (e) Comparison of reported features within existing carrier programs with critical elements of current best practices. KW - Best practices KW - Crash exposure KW - Critical incidents KW - Literature reviews KW - Prevention KW - Railroad grade crossings KW - Railroad safety KW - Regulation KW - Stress (Psychology) KW - Train crews KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/3628 UR - https://trid.trb.org/view/1305874 ER - TY - RPRT AN - 01523175 AU - Al-Nazer, Leith AU - Raslear, Thomas AU - Welander, Lucas R AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Rail Integrity Application of Ultrasonic Phased Arrays for Rail Flaw Sizing PY - 2014/04 SP - 40p AB - The objective of this project was to quantify the effectiveness of the rail inspection ground verification process. More specifically, the project focused on comparing the effectiveness of conventional versus phased array probes to manually detect and size internal rail defects. Signal detection theory was used to quantify the effectiveness parameter. The results tentatively indicate that using phased array technology does not improve the ground verification process. However, follow-on studies with additional data collection are necessary in order to draw a more definitive conclusion. KW - Flaw detection KW - Inspection KW - Maintenance of way KW - Nondestructive tests KW - Rail (Railroads) KW - Ultrasonic array technology KW - Ultrasonic tests UR - http://www.fra.dot.gov/Elib/Document/3629 UR - https://trid.trb.org/view/1305873 ER - TY - RPRT AN - 01523074 AU - Gabree, Scott H AU - Chase, Stephanie AU - daSilva, Marco AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Effect of Dynamic Envelope Pavement Markings on Vehicle Driver Behavior at a Highway-Rail Grade Crossing PY - 2014/04 SP - 49p AB - The U. S. Department of Transportation’s (U.S. DOT) Research and Innovative Technology Administration’s (RITA) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the U.S. DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted a research study to evaluate the effectiveness of roadway pavement markings placed within the dynamic envelope, the region between and immediately adjacent to the tracks at a highway-rail grade crossing, and new corresponding signage at the Commercial Boulevard grade crossing in Ft. Lauderdale, FL. The goal of the added markings and signage is to reduce the number of vehicles that come to a stop within the dynamic envelope, a violation of most applicable State highway traffic laws, thus reducing the possibility that a vehicle is present on the tracks when a train approaches. Results indicate that the addition of the dynamic envelope pavement markings and modified signage reduced the number of vehicles that stopped within the dynamic envelope zone and increased the number of vehicles that stopped properly—safely behind the stop line. Though these results seem to indicate that dynamic envelope pavement markings and signage may be an effective way to increase safe behavior, these safety enhancements have only been studied at one crossing. Additional field testing is necessary before recommendations for wider use can be made. KW - Behavior KW - Drivers KW - Dynamic envelope KW - Fort Lauderdale (Florida) KW - Highway safety KW - Railroad grade crossings KW - Railroad safety KW - Road markings KW - Traffic signs KW - Traffic violations UR - http://www.fra.dot.gov/Elib/Document/3627 UR - http://ntl.bts.gov/lib/51000/51600/51605/Dynamic_Envelope_Pavement_Markings.pdf?utm_source=externalnewsletter&utm_medium=email&utm_campaign=april UR - https://trid.trb.org/view/1305875 ER - TY - RPRT AN - 01523098 AU - Federal Railroad Administration TI - Operation Deep Dive Metro-North Commuter Railroad Safety Assessment: Federal Railroad Administration Report to Congress PY - 2014/03 SP - 31p AB - This report of the Federal Railroad Administration (FRA) on its safety assessment of the Metro- North Commuter Railroad (Metro-North), called Operation Deep Dive, is provided to Congress pursuant to report language in the Fiscal Year (FY) 2014 Omnibus Appropriations Act. Metro-North is the second largest commuter railroad in the Nation, serving New York, Connecticut, and New Jersey, with an annual ridership of almost 83 million people. Metro- North is a subsidiary agency of the Metropolitan Transportation Authority (MTA), a New York State Authority. In 2013, four high-profile accidents occurred on Metro-North. On December 3, 2013, 2 days after the fourth and most serious of these accidents, FRA sent a letter to MTA expressing support for Governor Andrew Cuomo’s directive that MTA hold a safety stand-down, and directing Metro-North to implement a Confidential Close Call Reporting System (C3RS). Additionally, FRA issued Emergency Order 29 and Safety Advisory 2013-08. On December 16, 2013, FRA launched Operation Deep Dive, an assessment of Metro-North’s operations and safety compliance. More than 60 technical and human factor experts comprising 14 teams, conducted a 60-day comprehensive safety assessment of Metro-North. With assistance from the Federal Transit Administration, these experts reviewed and assessed Metro-North’s safety-related processes and procedures, its compliance with safety regulations and requirements, and its overall safety culture. Based on this evaluation, FRA identified three overarching safety concerns that affect all facets of Metro-North: • An overemphasis of on-time performance; • An ineffective Safety Department and poor safety culture; and • An ineffective training program. Within these three areas, FRA identified and prioritized specific safety concerns and directs Metro-North to take actions to mitigate the risks. During Operation Deep Dive, FRA teams met regularly with Metro-North leadership and staff, who were very receptive to learning about the Deep Dive teams’ findings and recommendations. Where appropriate and practicable, Metro-North immediately implemented corrective actions in response to the safety concerns that FRA identified. To further improve the safety of Metro- North’s operations and procedures, FRA will continue its oversight in order to ensure that the immediate improvements implemented during Deep Dive are reviewed, evaluated, and modified, as appropriate. KW - Compliance KW - Connecticut KW - Evaluation and assessment KW - Metro-North Commuter Railroad (New York) KW - New Jersey KW - New York (New York) KW - Oversight KW - Railroad commuter service KW - Railroad crashes KW - Railroad safety KW - Training KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3586 UR - https://trid.trb.org/view/1304979 ER - TY - RPRT AN - 01523083 AU - Mayville, Ronald A AU - Jiang, Liying AU - Sherman, Matthew AU - Federal Railroad Administration TI - Performance Evaluation of Concrete Railroad Ties on the Northeast Corridor PY - 2014/03//Final Report SP - 171p AB - Simpson Gumpertz & Heger Inc. conducted an investigation into the factors that caused widespread failure in prestressed concrete railroad ties on the Northeast Corridor. The problem was apparent in ties manufactured and installed circa 1994–1998. The work included a literature search, review of existing studies, field investigation, laboratory analyses, including petrography and mechanical testing, finite element analysis, and field testing. The authors evaluated ties that cracked (pre-2003 ties) and ties that did not crack (post-2003 and San-Vel ties). The results show that the predominant mode of cracking, horizontal cracks in the top row of tendons, is a result of a combination of high stresses from prestressing forces and alkali-silica reaction (ASR) induced pressure. Train wheel loading contributes to crack growth but does not appear to be the cause of crack initiation. Delayed Ettringite Formation (DEF) and freeze-thaw cycling do not appear to contribute to the cracking. KW - Alkali silica reactions KW - Concrete ties KW - Cracking KW - Delayed ettringite formation (DEF) KW - Ettringite KW - Impact echo tests KW - Northeast Corridor KW - Performance KW - Petrography KW - Pressure UR - http://www.fra.dot.gov/Elib/Document/3610 UR - https://trid.trb.org/view/1304992 ER - TY - RPRT AN - 01518872 AU - Department of Transportation AU - Federal Railroad Administration TI - FRA Continues to Make Progress Implementing PRIIA Responsibilities but Faces Challenges with Rail Planning PY - 2014/02/25 SP - 35p AB - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) gives the Federal Railroad Administration (FRA) important new responsibilities—including integrated rail planning for the entire country, and major grant programs to fund high-speed rail projects. These responsibilities have greatly expanded the Agency’s role in the development of the Nation’s rail system. PRIIA also requires the Department of Transportation’s (DOT) Office of Inspector General (OIG) to conduct two assessments of FRA’s and Amtrak’s progress in implementing the Act’s provisions. This report presents the results of the second of the two assessments. Based on discussions with congressional staff, OIG has focused audits on FRA’s implementation while Amtrak’s Inspector General has assumed responsibility for the assessment of Amtrak’s implementation efforts. In the initial work, OIG identified 29 PRIIA responsibilities that FRA must complete. In this second assessment, OIG reviewed FRA’s progress since the first report was issued in March 2012. Specifically, OIG (1) evaluated FRA’s progress in implementing its PRIIA responsibilities, and (2) identified major challenges to FRA’s completion of the implementation. KW - Evaluation and assessment KW - High speed rail KW - Implementation KW - Passenger Rail Investment and Improvement Act of 2008 KW - Passenger transportation KW - Railroad transportation KW - Transportation planning KW - U.S. Federal Railroad Administration UR - http://www.oig.dot.gov/sites/dot/files/FRA%20Progress%20Implementating%20PRIIA%5E2-25-14.pdf UR - https://trid.trb.org/view/1300600 ER - TY - RPRT AN - 01515200 AU - Brecher, Aviva AU - Sposato, Joseph AU - Kennedy, Bernard AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Best Practices and Strategies for Improving Rail Energy Efficiency PY - 2014/01 SP - 98p AB - In support of the Federal Railroad Administration (FRA) Energy, Environment, and Engine (E3) program, this study reviews and evaluates technology development opportunities, equipment upgrades, and best practices (BPs) of international and U.S. passenger and freight rail industry segments for improving energy efficiency (E2) performance and attaining environmental sustainability goals. FRA’s Preliminary National Rail Plan, the High-Speed Intercity Passenger Rail (HSIPR) initiative and environmental compliance requirements provide new impetus for renewed rail industry E2 advances. This report presents data on comparative rail energy efficiency, emerging energy efficient technologies, and alternative fuels. Based on a comprehensive literature review and on experts’ inputs, the report presents model corporate sustainability plans, rail equipment upgrade opportunities, system-wide BPs, and success stories that measurably improved E2 performance with environmental and economic benefits for all rail industry segments. Findings and recommendations are tailored to intercity and commuter passenger rail, as well as to freight rail carrier (Class I-III) needs and goals for improved, but cost-effective, E2 and environmental performance. Key opportunities include: public-private partnerships (P3) for Research & Development, demonstrations and equipment upgrades with Federal agencies (Federal Railroad Administration - FRA), trade associations (Association of American Railroads - AAR, American Public Transportation Association - APTA, American Association of State Highway and Transportation Officials - ASHTO), international rail organizations (International Union of Railways - UIC), and regional and State environmental protection agencies for E2 and cross-enterprise sustainability improvements. KW - Alternate fuels KW - Best practices KW - Electric multiple unit cars KW - Energy consumption KW - Energy efficiency KW - Freight service KW - High speed rail KW - Modernization KW - Passenger service KW - Railroad commuter service KW - Railroads KW - Sustainable development KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3547 UR - http://ntl.bts.gov/lib/51000/51000/51097/DOT-VNTSC-FRA-13-02.pdf UR - https://trid.trb.org/view/1290855 ER - TY - RPRT AN - 01535358 AU - The Sulphur Institute AU - Federal Railroad Administration TI - Molten Sulphur Rail Tank Car Loading and Unloading Operations: Leading Practices in Industry PY - 2014 SP - 68p AB - The Sulphur Institute (TSI) has coordinated with the US Department of Transportation (DOT), Federal Railroad Administration (FRA) to observe, review, and provide a summary of procedures for loading and unloading molten sulphur rail tank cars and identify leading practices and opportunities for information sharing to enhance operations. These observations have led to development of this document on reducing potential for solid sulphur residue on the exterior of rail tank cars and ideas to improve practices and procedures for loading and unloading operations. The Institute conducted a confidential survey of existing member company locations, including average number of molten sulphur rail tank cars loaded or unloaded per day, at several operating facilities. From this survey, sites were selected and solicited for peer review. Companies were contacted to assess their interest in participating in this study. Copies of loading and unloading procedures were requested and received from these and other interested companies. Institute staff visited two loading, one transloading, and three unloading facilities to observed and collect data on possible origins of sulphur residue on the exterior of rail tank cars. These data have allowed TSI to identify potential causes, analyze associated trends, and provided an opportunity for industry to share practices and reduce molten sulphur residue on exterior surfaces of rail tank cars. The sulphur industry’s goal is to load, transport, and unload sulphur in as safe and effective manner as possible. The Institute received an FRA grant to conduct a study and share leading practices for improving efficiency and safety of loading and unloading molten sulphur to and from rail tank cars. This Molten Sulphur Rail Tank Car Loading and Unloading Operations study is an effort to share a variety of leading practices collected and aggregated from several facilities within the United States. This summary report provides the sulphur industry multiple examples of loading and unloading practices from which to select those most appropriate for their facility. In addition, this summary report provides general information about properties of sulphur and available references for safe handling. The focus of the document is to address common issues faced when a worker is performing standard operating procedures around the manway when loading or unloading. Additional information regarding bottom outlet valves, as is necessary to the loading / unloading of the rail tank car is provided, however, is largely referenced in Section 6.0. Please refer to these resources for additional information. This document references the following aspects of loading / unloading molten sulphur: Study Overview and Sulphur Properties; Safety Precautions; Loading Practices; Unloading Practices; and Observations Regarding Leading Practices This study is neither a complete and comprehensive set of rail tank car loading and unloading methodologies, including worker safety procedures, nor meant to establish any standard or industry practice. Each particular location may require the use of additional, or different, precautions for loading and/or unloading operations to be performed safely, as each site may have unique attributes. KW - Loading and unloading KW - Occupational safety KW - State of the practice KW - Sulfur KW - Surveys KW - Tank cars KW - United States UR - http://www.fra.dot.gov/Elib/Document/4083 UR - https://trid.trb.org/view/1320004 ER - TY - CONF AN - 01526375 AU - Jeong, David Y AU - Bruzek, Radim AU - Tajaddini, Ali AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Engineering Studies on Joint Bar Integrity, Part I: Field Surveys and Observed Failure Modes PY - 2014 SP - 11p AB - This paper is the first of a two-part series describing a research project, sponsored by the Federal Railroad Administration (FRA), to study the structural integrity of joint bars. In Part I of this series, observations from field surveys conducted on revenue service track are presented. Automated and visual inspections of rail joints were conducted to identify defective joint bars. Detailed information and measurements were collected at various joint locations. The survey team consisted of personnel from ENSCO, Inc. and Transportation Technology Center, Inc. (TTCI), working in cooperation with staff from participating railroads. Part II of this series describes the development of finite element analyses of jointed rail, which is being carried out by the Volpe National Transportation Systems Center (Volpe Center). U1 - 2014 Joint Rail ConferenceAmerican Society of Mechanical EngineersIEEEAmerican Society of Civil EngineersColorado Springs,Colorado,United States StartDate:20140402 EndDate:20140404 Sponsors:American Society of Mechanical Engineers, IEEE, American Society of Civil Engineers KW - Defects KW - Failure KW - Field studies KW - Inspection KW - Rail joints KW - Tie bars UR - http://ntl.bts.gov/lib/51000/51500/51594/JRC2014-3706_Joint_Bar_part1.pdf UR - https://trid.trb.org/view/1310517 ER - TY - CONF AN - 01526345 AU - Carolan, Michael AU - Perlman, Benjamin AU - Tyrell, David AU - Gordon, Jeff AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Crippling Test of Budd M-1 Passenger Rail Car: Test and Analysis Results PY - 2014 SP - 11p AB - The Federal Railroad Administration’s (FRA) Office of Research and Development is conducting research into the occupied volume integrity (OVI) of passenger railcars. OVI refers to a passenger railcar’s ability to preserve space for passengers and crew during accident loading conditions. The information developed in this research program will form the basis for establishing alternative OVI evaluation procedures. These alternative procedures, in turn, will allow a wider variety of passenger railcar designs to have their OVI evaluated, will provide guidance for applying modern engineering technologies, such as finite element analysis (FEA), and will continue to ensure a level of safety in evaluated vehicles equivalent to conventional evaluation. As part of this research program, two tests and corresponding FEA were conducted on a Budd M-1 passenger railcar that had been retrofitted with crash energy management (CEM) components on both ends. This testing and analysis program was sponsored by FRA and carried out by Transportation Technology Center, Inc. (TTCI), Arup, and the Volpe Center. An 800,000 pound load test was conducted on March 13, 2013 and was intended to elastically deform the car. The data generated during this test were, in turn, used to validate FE models of the M-1 car. The second test was performed on July 17, 2013. This test introduced loads into the occupant volume through its CEM attachment points until the ultimate, or crippling, load was reached. By loading the occupant volume through the CEM components, the test load path is similar to the load path that would be traveled by collision loads during activation of the CEM system. This paper presents the results of the crippling test, discusses the sequence of buckling that was observed to occur in the test, and compares the results of the test with the results from FEA of the test conditions. During the crippling test, the car exhibited a crippling load of 1.1 million pounds. This value is consistent with crippling loads reached by two Budd Pioneer cars that were previously tested in an FRA program. The buckling sequence of the members making up the M-1’s occupant volume were particularly well-captured by strain gages during this most recent test. The load path through the occupant volume and the sequence of progressive buckling of structural members is discussed. Additionally, the presence of existing damage and previously-repaired areas and their likely effects on the crippling behavior of the car are discussed. U1 - 2014 Joint Rail ConferenceAmerican Society of Mechanical EngineersIEEEAmerican Society of Civil EngineersColorado Springs,Colorado,United States StartDate:20140402 EndDate:20140404 Sponsors:American Society of Mechanical Engineers, IEEE, American Society of Civil Engineers KW - Deformation KW - Finite element method KW - Load tests KW - Passenger cars KW - Railroad safety KW - Vehicle design KW - Vehicle safety UR - http://ntl.bts.gov/lib/51000/51600/51600/JRC2014-3824_Crippling_Test.pdf UR - https://trid.trb.org/view/1310516 ER - TY - RPRT AN - 01506405 AU - Stringfellow, Richard AU - Nutting, Jay AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Workstation Table Crashworthiness Tests PY - 2013/12 SP - 95p AB - This report describes results from the Option C component of a research program aimed at improving crashworthiness of passenger train workstation tables. Research conducted in the Base, Option A, and Option B components of the program was focused on developing a prototype design for a crashworthy workstation table, constructing a number of tables, and testing them. A prototype crashworthy workstation table was successfully tested as part of the full-scale train-to-train test of CEM equipment conducted in March of 2006. The Option C activities described here were focused on characterizing the quasi-static and dynamic force-crush behavior of the prototype workstation table in order to define performance requirements for future workstation table designs. KW - Crash injuries KW - Crashworthiness KW - Crush zones KW - Crushing injuries KW - Furniture KW - Passenger cars KW - Passenger trains KW - Prototype tests KW - Railroad safety KW - Survival KW - Workstation tables UR - http://www.fra.dot.gov/Elib/Document/3515 UR - http://ntl.bts.gov/lib/51000/51000/51001/Workstation_Table_Crash_Tests_20131219.pdf UR - https://trid.trb.org/view/1284798 ER - TY - SER AN - 01506403 JO - Research Results PB - Federal Railroad Administration AU - Ranney, Joyce AU - Raslear, Thomas AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Another C3RS Site Improves Safety at Midterm PY - 2013/12 IS - 13-49 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Railroad Policy and Development believes that, in addition to process and technology innovations, human factors-based solutions can make a significant contribution to improving safety in the railroad industry. This belief led FRA to implement the Confidential Close-Call Reporting System (C3RS), which includes voluntary confidential reporting of near-miss events to a neutral third party; root-cause- problem solving by a Peer Review Team (PRT) composed of labor, management, and FRA representatives; implementation of corrective actions; tracking of the results of change; and reporting of the results of change to employees. Demonstration pilot projects are underway at Union Pacific Railroad (UP), Canadian Pacific Railway (CP), New Jersey Transit (NJT), and Amtrak. C3RS also embodies the risk reduction and system safety principles espoused by FRA's Office of Railroad Safety that supplement conventional regulatory oversight and enforcement activities. FRA is also sponsoring a rigorous evaluation of three important aspects of C3RS functioning: (1) What conditions are necessary to implement C3RS successfully? (2) What is the impact of C3RS on safety and safety culture? (3) What factors help to sustain C3RS over time? This report is published to provide the public and government and industry decision makers with the evaluation’s findings. The findings here cover the midterm analysis of C3RS at one demonstration site (Site “A”) and are based on data collected and analyzed using five data sources: interviews with workers, managers, and other stakeholders; railroad newsletters; corporate safety data; corrective action data; and redacted Multiple Cause Incident Analysis (MCIA) results from a third party. KW - Close calls KW - Confidential incident reporting KW - Employees KW - Human factors in crashes KW - Interviewing KW - Monitoring KW - Railroad safety KW - Risk management KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3516 UR - http://ntl.bts.gov/lib/51000/51000/51000/C3RS_Site_Improves_Safety_20131219.pdf UR - https://trid.trb.org/view/1284799 ER - TY - RPRT AN - 01505127 AU - Chase, Stephanie AU - Gabree, Scott H AU - daSilva, Marco AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Effect of Gate Skirts on Pedestrian Behavior at a Highway-Rail Grade Crossing PY - 2013/12 SP - 43p AB - The Federal Railroad Administration was interested in evaluating one type of pedestrian safety device, commonly known as gate skirts, that consists of a secondary horizontal hanging gate under the existing pedestrian gate to better block access to the crossing by pedestrians who gain unauthorized entry by going under the down gates. The Volpe Center participated in a New Jersey Transit rail pilot project to evaluate a prototype design installed at a grade crossing in Matawan, NJ, on May 30, 2012. The purpose of this evaluation was to determine if the addition of gate skirting would result in fewer pedestrians attempting to violate the crossing on the sidewalk after the gates began to descend. Data were collected over a 2-week period before and a 2-week period after the installation of the gate skirts. Pedestrian actions were coded during all train activations that occurred during this 4-week period. The research team found that the total number of pedestrian violations decreased while the gates were descending (78 percent reduction) and horizontal (55 percent reduction), but increased while the gates were ascending (12 percent increase). Additionally, after the installation of the gate skirts, more pedestrians who violated while the gates were descending or horizontal chose to do so in the adjacent street where there were no gate skirts, as opposed to on the sidewalk where the safety enhancement had been added. KW - Crimes KW - Gates KW - Matawan (New Jersey) KW - Pedestrian flow KW - Pedestrian safety KW - Prototype tests KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/3521 UR - http://ntl.bts.gov/lib/50000/50900/50989/Effect_of_Gate_Skirts_20131227.pdf UR - https://trid.trb.org/view/1285607 ER - TY - RPRT AN - 01504978 AU - Robeda, Jim AU - Sammon, Devin AU - Madrill, Benjamin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Using Wheel Temperature Detector Technology to Monitor Railcar Brake System Effectiveness PY - 2013/12 SP - 32p AB - Wheel temperature detector technology has been used extensively in the railroad industry for the past several decades. The technology has traditionally been used to identify wheels with elevated temperatures. There is currently a movement in the industry to detect railcars with ineffective brakes by using the technology to identify wheels that have lower than expected temperatures when a train is in a braking mode or condition. This report documents a study to determine the effectiveness of the technology in distinguishing between applied and nonapplied brakes when a train passes a wheel temperature detector with train brakes applied. The study used controlled testing as well as data from revenue service operations to investigate the effectiveness of the technology and to compare its capabilities with the current manual inspection process. KW - Brakes KW - Braking KW - Car wheels (Railroads) KW - Detectors KW - Performance KW - Railroad cars KW - Temperature KW - Temperature measuring instruments UR - http://www.fra.dot.gov/Elib/Document/3520 UR - https://trid.trb.org/view/1285606 ER - TY - ABST AN - 01543737 TI - Inventory of State Passenger and Freight Rail Programs AB - The National Cooperative Rail Research Program (NCRRP) was authorized as part of the Passenger Rail Investment and Improvement Act of 2008 (PL 100-432, Division B), to conduct applied research on a broad array of problems important to freight, intercity, and commuter rail practitioners. The primary goal is to implement a research program that improves industry response to common operating problems, while enhancing the rail industry's ability to identify appropriate innovations and new technologies from other industries. One area of concern expressed by state departments of transportation (DOTs) is a growing need to identify innovative funding mechanisms applicable to rail infrastructure planning, development, and operation. Toward that end, a broad knowledge of what rail programs exist at the federal and state levels and how these programs have been used will assist in furthering future research efforts. This research solicitation is for preparation of a targeted study of selected, innovative or noteworthy state passenger and freight rail programs through a quick response and to make that study available to affected state DOTs in support of future infrastructure funding efforts, applicable at any stage of infrastructure development (from planning to construction). Providing an inventory of existing programs would assist practitioners in designing and implementing new rail programs without having to recreate the process each time a new or expanded system is proposed. An accessible inventory, coupled with a usable analysis, would offer practitioners an opportunity to examine how other states have approached transportation and rail funding requirements. This information would help guide plan preparation and improve efficiency and effectiveness. The objective of this quick response study is three-fold: (1) To prepare an inventory of existing state passenger and freight rail programs; (2) To identify innovative funding mechanisms in this inventory; and (3) To conduct an analysis of targeted innovative funding programs extracted from this inventory that may be of use to other state/local governments. KW - Financing KW - Freight traffic KW - Freight trains KW - Intercity transportation KW - Inventory KW - Passenger transportation KW - Railroad commuter service KW - State departments of transportation KW - Technological innovations UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3488 UR - https://trid.trb.org/view/1331844 ER - TY - RPRT AN - 01497276 AU - Fatality Analysis of Maintenance-of-way Employees and Signalmen (FAMES) Committee AU - Federal Railroad Administration TI - Fatal Striking Accidents with Roadway Maintenance Machines Present PY - 2013/10/24 SP - 4p AB - Following the implementation of the Roadway Worker Protection (RWP) Rule in 1997, there have been a total of 42 fatal RWP accidents, in which 44 roadway workers have perished, as of January 1, 2012. The Fatality Analysis of Maintenance-of-way Employees and Signalmen (FAMES) Committee was able to obtain data to analyze 39 fatal RWP accidents, which accounted for 41 of the 44 fatalities. At least one Roadway Maintenance Machine (RMM) was present in 22 of the 41 roadway worker fatalities reviewed. KW - Crash analysis KW - Crash causes KW - Fatalities KW - Maintenance equipment KW - Maintenance of way KW - Maintenance personnel KW - Occupational safety KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/3467 UR - https://trid.trb.org/view/1266346 ER - TY - ABST AN - 01575264 TI - Critical Incident Intervention Program AB - Implement a pilot of a new framework for critical incident intervention programs with Amtrak and evaluate its effectiveness. KW - Amtrak KW - Grade crossing protection systems KW - Highway operations KW - Incident detection KW - Incident management KW - Traffic incidents UR - https://trid.trb.org/view/1367518 ER - TY - RPRT AN - 01497427 AU - Smith, Wade AU - Shurland, Melissa AU - Amtrak AU - Federal Railroad Administration TI - Biodiesel Passenger Rail Revenue Service Test PY - 2013/10//Final Report SP - 45p AB - Amtrak, with the support of the Federal Railroad Administration, operated a P-32 passenger locomotive in revenue service for a period of 12 months on B20 biodiesel fuel, a blend of 20 percent pure biodiesel and 80 percent #2 ultra-low sulfur diesel (ULSD) fuel. The GE P-32 locomotive used in the biodiesel demonstration was a Tier 0 12-cyclinder engine built in 1991. The locomotive was operated on the Heartland Flyer route, providing passenger train service between Oklahoma City, Oklahoma, and Fort Worth, Texas. Following the in-service trial, the locomotive underwent emissions testing at the GE Transportation’s locomotive emissions test facility in Erie, Pennsylvania. The locomotive was tested for emissions according to the Federal Test Procedure outlined in 40 Code of Federal Regulations (CFR) Part 92. The test results showed that operating the P-32 passenger locomotive on B20 biodiesel blended fuel for 12 months did not adversely affect the emissions of the locomotive. In addition, tear-down inspection of four of the twelve engine power assemblies showed that B20 biodiesel fuel did not have any adverse effects on the engine components. KW - Biodiesel fuels KW - Engine components KW - Exhaust gases KW - On time performance KW - Passenger trains KW - Pollutants UR - http://www.fra.dot.gov/Elib/Document/3417 UR - http://www.fra.dot.gov/Elib/Document/3418 UR - http://www.fra.dot.gov/Elib/Document/3419 UR - http://www.fra.dot.gov/Elib/Document/3420 UR - http://www.fra.dot.gov/Elib/Document/3421 UR - http://www.fra.dot.gov/Elib/Document/3422 UR - http://www.fra.dot.gov/Elib/Document/3423 UR - http://www.fra.dot.gov/Elib/Document/3424 UR - http://www.fra.dot.gov/Elib/Document/3425 UR - http://www.fra.dot.gov/Elib/Document/3426 UR - http://www.fra.dot.gov/Elib/Document/3427 UR - https://trid.trb.org/view/1266348 ER - TY - RPRT AN - 01497425 AU - Gorski, Adrian AU - Richter, Dennis AU - Smith, Andrew AU - Zhang, Jingjun AU - Watson, David AU - Spinelli, Robert AU - GE Transportation AU - Federal Railroad Administration TI - Safety Evaluation of High-Speed Rail (HSR) Bogie Concepts: Comparative evaluations of HSR bogie design concepts for operation up to 125 mph PY - 2013/10//Final Report SP - 158p AB - The study defines the basic design concepts required to provide a safe, reliable, high-speed bogie for the next generation Passenger Rail Investment and Improvement Act (PRIIA) passenger locomotive. The requirements and conditions for the United States market create unique design challenges that currently cannot be addressed by a U.S.-based manufacturer. A global survey identified dominant design trends focused on reducing P2 forces and optimizing bogie stability, curving performance, and ride quality. A likely design configuration with Bo-Bo (a locomotive with two bogies) arrangement was defined for the Task 2 stability analysis. The design of experiments, response surface techniques, and design space method used for the stability analysis demonstrated that a feasible design space of suspension variables could be identified for the conditions evaluated. The coinciding requirements for a higher horsepower engine, Tier 4 emissions, and crashworthiness equipment will add significant weight to the next generation locomotive. In order to meet the P2 limit of 82,000 pounds force at 125 mph, the next generation passenger locomotive will require a frame-hung traction motor, most likely with fully suspended drivetrain, and a disc brake system added to the already existing tread brake and dynamic brake systems. A preliminary safety Failure Modes and Effects Analysis (FMEA) concluded the new drivetrain would likely not increase safety risk. KW - Braking performance KW - Car trucks (Railroads) KW - Dynamic loads KW - Failure Modes and Effects Analysis KW - High speed rail KW - Passenger Rail Investment and Improvement Act KW - Power trains KW - Railroad safety KW - Stability analysis KW - Vehicle design UR - http://www.fra.dot.gov/Elib/Document/3416 UR - https://trid.trb.org/view/1266347 ER - TY - RPRT AN - 01497424 AU - Holcomb, Matthew D AU - Mauger, W David AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Feasibility Study of Fiber-Optic Technology for Broken Rail Detection PY - 2013/10//Final Report SP - 26p AB - This report describes the activities and presents the results of a feasibility study to examine the viability of using fiber-optic acoustic technologies to detect broken rails in railroad tracks. A fiber-optic test bed was constructed at Transportation Technology Center (TTC) that consisted of fiber-optic cable (and related electronics) installed alongside the track of the High Tonnage Loop (HTL) at TTC’s Facility for Accelerated Service Testing (FAST). The cable was used as an acoustic detector to monitor acoustic energy transmitted by the HTL track through the earth to the cable. Data from the acoustic detector was then analyzed to see if acoustic events from the track could be correlated to broken rails when they occurred during train operations at FAST. During the study, analysts were able to identify and locate rail breaks. Follow-on efforts should focus on enhancing the existing capabilities of the fiber-optic test bed to enable it to detect additional acoustic events such as flat wheels and other railcar defects, as well as train position (including head-end and end-of-train detection), train velocity, length of train, braking issues, and the presence of railway trespassers. KW - Acoustic detectors KW - Feasibility analysis KW - Fiber optics KW - Maintenance of way KW - Rail (Railroads) UR - http://www.fra.dot.gov/Elib/Document/3428 UR - https://trid.trb.org/view/1266350 ER - TY - RPRT AN - 01497423 AU - Riding, Kyle AU - Albahttiti, Mohammed AU - Ghadban, Ahmad AU - Stuart, Cameron AU - Kansas State University, Manhattan AU - Federal Railroad Administration TI - Freeze-Thaw Performance Testing of Whole Concrete Railroad Ties PY - 2013/10 SP - 50p AB - Freezing and thawing durability tests of prestressed concrete ties are normally performed according to American Society for Testing and Materials (ASTM) C666 specifications. Small specimens are cut from the shoulders of concrete ties and tested through 300 cycles of freezing and thawing. Saw-cutting these specimens may cause eccentricities in the prestressing, stress relief, and micro-cracking that may affect the results of the freeze-thaw durability tests, leading to false interpretation of the data. Conversely, testing an entire concrete tie rather than a sample may provide more consistent and accurate results by eliminating saw-cutting damage and sample variability. Seven whole prestressed concrete ties, supplied by the Illinois Department of Transportation (IDOT), were tested for freeze and thaw durability using ASTM C666 procedures that were modified slightly to accommodate the large test specimens. Deterioration over 300 cycles was measured by weight loss, length change, and impact resonance measurements. The test results revealed no significant deterioration in the test ties. KW - Deterioration KW - Durability tests KW - Freeze thaw tests KW - Length KW - Prestressed concrete ties KW - Railroad ties KW - Resonance KW - Weight UR - http://www.fra.dot.gov/Elib/Document/3413 UR - https://trid.trb.org/view/1266352 ER - TY - RPRT AN - 01497421 AU - Walsh, Benjamin AU - Golay, Leslie AU - Barnes-Farrell, Janet AU - Morrow, Stephanie AU - Volpe National Transportation Systems Center AU - University of Connecticut, Storrs AU - Federal Railroad Administration TI - A Job Analysis Design for the Rail Industry: Description and Model Analysis of the Job of Freight Conductor PY - 2013/10//Final Report SP - 138p AB - This document provides a step-by-step description of the design and execution of a strategic job analysis, using the position of Freight Conductor as an example. This document was created to be useful for many different needs, and can be used as an example of how to conduct similar job analyses for other positions. The job analysis process is described in detail; sample meeting agendas, survey questionnaires, and suggestions on how to create and finalize a list of job tasks and knowledge, skills, abilities, and other characteristics (KSAOs) for the position of interest are provided. While analyzing the position of Freight Conductor, key aspects of the position were identified, including main tasks and KSAOs required to complete the job successfully. Conclusions report the specific results of the job analysis, including information from subject matter expert (SME) focus group discussions regarding demands and strains of the job. Implications for training and development are also discussed. KW - Abilities KW - Conductors (Trains) KW - Focus groups KW - Freight trains KW - Job analysis KW - Knowledge KW - Personnel development KW - Task analysis KW - Training UR - http://www.fra.dot.gov/Elib/Document/3412 UR - http://ntl.bts.gov/lib/50000/50600/50695/TR_Job_Analysis_Design_Rail_Industry_FINAL_1_.pdf UR - https://trid.trb.org/view/1266351 ER - TY - RPRT AN - 01497419 AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Performance Requirements: For a 70-Ton Higher Speed Freight Truck Design for Operations of Up To 125 MPH PY - 2013/10//Final Report SP - 16p AB - This proposed requirements document combines a set of requirements for high-speed freight car truck design and performance from the generally accepted standards in the United States Code of Federal Regulation (CFR), the Association of American Railroads (AAR) Manual of Standards and Recommended Practices (MSRP), and the American Public Transportation Association Standards (APTA). The proposal will ideally establish a set of design and performance requirements specifically for freight car trucks intended to operate at speeds of up to 125 mph. This proposed requirements document covers the design and performance requirements for freight car trucks applied to freight cars that are intended for use in rail service at speeds of up to 125 mph, the Track Class 7 maximum allowable operating speed. Accordingly, only elements essential to track worthiness, basic equipment, and strength are addressed. Special component and braking requirements are not addressed in this document. In addition to design and strength, safety performance requirements based on lateral wheel load, vertical wheel unloading, L/V ratio, and lateral and vertical car body accelerations are addressed in this report. KW - Design standards KW - Freight cars KW - High speed rail KW - L/V ratio KW - Lateral acceleration KW - Vehicle design KW - Vehicle performance KW - Wheel loads UR - http://www.fra.dot.gov/Elib/Document/3415 UR - https://trid.trb.org/view/1266356 ER - TY - RPRT AN - 01497418 AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Structural Analysis: Higher Speed Freight Truck Design for Operations of Up To 125 MPH PY - 2013/10//Final Report SP - 27p AB - Sharma & Associates, Inc. (SA) had previously (2005–2009) developed a higher speed freight truck under sponsorship of the Federal Railroad Administration (FRA). Under the current contract, SA was tasked with developing performance requirements for higher speed freight trucks, as well as conducting structural and dynamics simulations according to those performance specifications. The strength of various components of the truck was assessed against specification M-213 of the Association of American Railroads’ (AAR) Manual of Standards and Recommended Practices (MSRP) using finite element analyses. The analyses showed that the prototype high speed truck (HST) would meet the existing AAR structural strength performance requirements. The stress levels seen in the HST structure(s) were less than the corresponding allowable limits. On the basis of these analyses, SA is confident that the truck will meet the structural performance requirements for higher speed use. KW - Finite element method KW - Freight cars KW - High speed rail KW - Load tests KW - Simulation KW - Stress tests (Equipment) KW - Vehicle design KW - Vehicle dynamics KW - Vehicle performance UR - http://www.fra.dot.gov/Elib/Document/3414 UR - https://trid.trb.org/view/1266354 ER - TY - RPRT AN - 01497279 AU - Carolan, Michael AU - Perlman, Benjamin AU - Tyrell, David AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Alternative Occupied Volume Integrity (OVI) Testing and Analyses PY - 2013/10//Final Report SP - 143p AB - The Federal Railroad Administration (FRA), supported by the Volpe Center, conducted research on alternative methods of evaluating occupied volume integrity (OVI) in passenger railcars. Guided by this research, an alternative methodology for evaluating OVI that ensures an equivalent or greater level of safety than that provided by the current Federal regulations was developed. The alternative methodology moves the evaluation loads to the collision load path and includes three sets of load magnitudes and pass-fail criteria. This methodology also permits a combination of elastic testing and finite element (FE) analysis to be used. This research program applied the alternative methodology to a passenger railcar. Three tests were performed in concert with FE analyses. The first test was a conventional 800,000-pound buff strength test. The results of this test were used to validate an FE model of the car. The FE model was used to estimate the ultimate, or crippling, load of the car. Two destructive crippling tests were then performed. The crippling FE analysis results were compared with the crippling test results and found to describe the general behavior of the tested cars. The FE analysis estimated a crippling load of 1.19 million pounds, and the two test cars had crippling loads of 1.15 and 1.19 million pounds. The results of this program provide a technical basis for the alternative OVI methodology. The load magnitudes in the new methodology have been shown to be reasonable descriptions of the OVI capacity of conventionally designed passenger railcars. KW - Compressive strength KW - Crashworthiness KW - Finite element method KW - Load tests KW - Passenger cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/3469 UR - http://ntl.bts.gov/lib/48000/48300/48366/TR_Alternative_OVI_Testing_Report_edited_20131024_FINAL_1_.pdf UR - https://trid.trb.org/view/1266343 ER - TY - RPRT AN - 01497275 AU - Llana, Patricia G AU - Tyrell, David AU - Jacobsen, Karina AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Collision of Amtrak Passenger Train and Norfolk Southern Freight Train— November 30, 2007, Chicago, Illinois PY - 2013/10//Final Report SP - 61p AB - On November 30, 2007, an Amtrak passenger train travelling at approximately 33 mph collided with the rear of a standing freight train in Chicago, Illinois. The locomotive of the passenger train overrode the rear car of the freight train and came to rest on top of the rear car. The rest of the cars in the passenger and freight consists remained on the tracks. There were no fatalities caused by the accident and no life-threatening injuries were incurred by the passengers or crew. The passenger locomotive bore the brunt of the impact and sustained most of the structural and interior damage, creating an almost life-threatening situation within the cab. This document is the U. S. Department of Transportation’s Rail Accident Forensic Team’s report on the Chicago accident. The document comprises a main report and four appendices. The main report summarizes the sequence of events of the accident, the casualties, and the structural and interior damage incurred. The appendices provide more information and greater detail about the accident, as well as results from preliminary collision dynamics analyses. KW - Amtrak KW - Chicago (Illinois) KW - Crash analysis KW - Crash causes KW - Crash investigation KW - Crashes KW - Freight trains KW - Norfolk Southern Railway Company KW - Passenger trains KW - Railroad crashes UR - http://www.fra.dot.gov/Elib/Document/3468 UR - http://ntl.bts.gov/lib/38000/38600/38674/TR_Chicago_Accident_edited_20131025_FINAL_1_.pdf UR - https://trid.trb.org/view/1266344 ER - TY - SER AN - 01493660 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Demographic Profile of Intentional Fatalities on Railroad Rights-of-Way in the United States PY - 2013/08 SP - 4p AB - One of the Federal Railroad Administration’s (FRA) primary safety concerns is trespassing on railway rights-of-way. Some trespasser events end as fatalities which can be intentional or unintentional. This project reviews available trespasser data to establish a baseline estimate of intentional trespasser fatalities that occur on railroad rights-of-way and to obtain a basic demographic profile of the individuals involved. This project was especially valuable since at the time of data collection, railroads were not required to report trespasser fatalities and FRA did not collect trespasser incidents on railway rights-of-way that resulted in an intentional death. Two studies were conducted. Study 1 (June 1, 2006, to May 31, 2007) concluded that 268 trespasser fatality incidents were identified as intentional acts based on a review of railroad trespasser fatality records (RTFRs), state mortality systems, and media reports. During this 1-year time frame, 497 trespasser fatalities were reported by FRA. If no intentional fatalities are included in this FRA number (reporting guidelines do not require intentional incidents to be reported), then 35 percent of all trespasser fatalities during this time should be considered intentional. Study 2 (June 1, 2007, to May 31, 2010) concluded that 428 trespasser fatalities were determined to be intentional through an active analysis of RTFRs and state mortality systems from the period in question. Those intentional fatalities account for 24 percent of all trespasser fatalities reported during that time frame (1,341 FRA reported fatalities). For Study 2’s 3-year period, inconsistencies in data reported by railroads did not permit a precise baseline estimate of intentional trespasser fatality. It can be assumed that those estimates (although not precise) represent the minimum number of intentional deaths that occurred during the studies’ time frames, and thus provide an estimate of the overall percentage of railroad right-of-way fatalities. Results from both studies found that approximately three-quarters of the individuals involved in intentional fatalities were male, which closely mirrored the national gender distribution of suicides by other means. The age of the individuals who completed suicide on railroad rights-of-way tended to be younger than those who completed suicide by other means. No significant patterns were noted for time of day or monthly variation. Incidents were also examined by State of the participating railroads. The studies showed that Minnesota and Illinois consistently ranked among the States with the highest number of intentional trespass fatalities when adjusted by State population. When adjusted by miles of track within each State, New Jersey, California, and Florida consistently ranked among the highest. KW - Demographics KW - Fatalities KW - Railroad safety KW - Right of way (Land) KW - Suicide KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/3351 UR - https://trid.trb.org/view/1260588 ER - TY - SER AN - 01493659 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Public Education and Enforcement Research Study (PEERS) PY - 2013/08 SP - 4p AB - In 2001, the Federal Railroad Administration (FRA) and the Illinois Commerce Commission (ICC) established the Public Education and Enforcement Research Study (PEERS) to test the effectiveness of various education and enforcement (E&E) techniques to improve compliance with traffic safety laws at highway-rail grade crossings. In Federal Fiscal Year (FFY) 2010, the seventh and final phase of PEERS began. Over the course of the PEERS project, $2.88 million was distributed through 174 grants to 68 grantees. In addition, FRA provided matching funds worth an estimated $500,000 to allow the project to conduct an effective analysis of compliance with traffic laws. The ICC also provided an in-kind match of $495,000 to supplement the E&E programs of grantees in Phase 4. ICC was responsible for project management and documentation while FRA conducted the before and after data collection and analysis to evaluate the effectiveness of PEERS in modifying highway user behavior. Staff from FRA and ICC provided extensive technical support to all grantees. The majority (86 percent) of grants were awarded to police departments in Illinois. Between July 1, 2003, and June 30, 2012, more than 18,000 traffic law citations or warnings were issued by 58 local police departments and special agents of the Union Pacific Railroad and the Canadian National Railway. Police conducted more than 18,000 hours of enforcement activity yielding an approximately one-to-one ratio of hours of effort to number of citations or warnings issued. The average cost for 1 hour of law enforcement labor was $57.08. KW - Illinois KW - Law enforcement KW - Railroad grade crossings KW - Studies KW - Traffic safety education UR - http://www.fra.dot.gov/Elib/Document/3352 UR - https://trid.trb.org/view/1260589 ER - TY - SER AN - 01493603 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Testing of Wide-Gap Welds at Eastern Mega Site PY - 2013/08 SP - 4p AB - In 2005, Transportation Technology Center, Incorporated (TTCI) and Norfolk Southern Railway (NS) began a test of wide-gap welds (WGWs) at the eastern mega site near Bluefield, West Virginia. WGWs enable the repair of weld or railhead defects with a single weld, instead of the typical rail plug-and-weld procedure that requires two welds. A defect limited to less than 2.75 inches in the longitudinal direction can be replaced with a single WGW. Two types of WGWs were installed adjacent to a high strength rail test: 16 Orgo-Termit welds in 2005 and 16 Railtech Boutet welds in 2006 (see Figure 1). The WGWs have accumulated 355 and 300 million gross tons (MGT) of traffic, respectively. The followings are the main findings from this test: WGW is a viable rail-joining practice for heavy axle load operating environments. Even without the benefits of regular preventative grinding, these welds have shown a minimum fatigue life of 265 MGT, with an estimated average life of 490 MGT. With preventative grinding to remove minor spalling and plastic flow, life expectancy under these conditions is expected to be longer. WGWs exhibited running surface degradation consistent with that observed in standard gap thermite welds, but the degree of degradation was greater and occurred faster for WGWs compared with standard gap welds. Two Railtech Boutet WGWs were removed because of internal porosity defects detected by ultrasonic inspection. The first defect was found upon installation, and the weld was replaced. The second defect was found after 209 MGT, and the weld was removed from the test. Two Orgo-Thermit WGWs were removed. One weld experienced a fatigue fracture that initiated at flashing under the base. The fracture occurred shortly after the weld developed a shell on the gage corner. The second weld was removed when inspection revealed a similar gage corner shell. KW - Defects KW - Degradation failures KW - Fracture mechanics KW - Heavy axle load conditions KW - Maintenance of way KW - Testing KW - Welded rail KW - Welds KW - Wide gap thermite welds (rail) UR - http://www.fra.dot.gov/Elib/Document/3350 UR - https://trid.trb.org/view/1260587 ER - TY - RPRT AN - 01491745 AU - Brosseau, Joe AU - Ede, Bill Moore AU - Pate, Shad AU - Wiley, R B AU - Drapa, Joe AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Development of an Operationally Efficient PTC Braking Enforcement Algorithm for Freight Trains PY - 2013/08 SP - 314p AB - Software algorithms used in positive train control (PTC) systems designed to predict freight train stopping distance and enforce a penalty brake application have been shown to be overly conservative, which can lead to operational inefficiencies by interfering with normal train operations. Federal Railroad Administration contracted Transportation Technology Center, Inc. to investigate approaches to improve these algorithms and to reduce the associated operational inefficiencies. As part of this program, several new approaches to PTC enforcement were introduced and were shown, through simulations and field testing, to improve the operational efficiency of the algorithm. An appropriate safety objective for these algorithms was established from a fault-tree analysis of the accidents PTC was conceived to prevent. A standard methodology was also established by which any PTC enforcement algorithm can be evaluated against design safety and performance measures. This methodology involves a statistical evaluation of the algorithm by means of a Monte Carlo simulation process, as well as limited, focused field testing, which provides more confidence in the safety and performance of the software at less cost than traditional field testing methods. This methodology was then used to evaluate PTC supplier algorithms that incorporate concepts introduced in this project. KW - Adaptive control KW - Algorithms KW - Braking KW - Emergency brakes KW - Freight trains KW - Monte Carlo method KW - Positive train control KW - Simulation UR - http://www.fra.dot.gov/Elib/Document/3327 UR - https://trid.trb.org/view/1259844 ER - TY - ABST AN - 01543878 TI - Intercity Passenger Rail in the Context of Dynamic Travel Markets AB - Intercity passenger rail in the United States is often analyzed from the supply-side perspective. As a result, the importance of travel times, frequency, and service quality is generally well documented in the literature and in actual market experience; however, questions regarding intercity passenger mode choice decisions in a changing marketplace are less well studied. Because of this imbalance, decision makers responsible for planning, financing, and implementing and operating intercity passenger rail lack an effective analytical framework that takes into account changing demand-side attributes in the context of changing supply-side competition. This is a problem when considering levels of service, modal attributes, costs, and other relevant factors that are necessary as part of the planning and implementation process. Nevertheless, these decision makers must make service and capital investment decisions that frequently require long-term commitments for markets that may change significantly in the future. Also contributing to this uncertainty is a lack of understanding from the perspective of the passenger or potential passenger: (1) What are the factors behind an individual's decision to choose rail or some other mode of travel for an intercity trip? (2) How do these factors vary among individuals, markets, types of service, and trip purposes?Many travel markets have recently experienced major shifts in travel patterns, illustrated by three characteristics: (1) a rapid rise of intercity bus travel in selected city-to-city travel markets, (2) significant air-to-rail mode shift in markets such as the Northeast Corridor, and (3) significant changes in mode preference among younger and older generational cohorts. Some of these changes are directly related to changes in the supply or quality of service, but many are based on additional factors that have not been as thoroughly researched or documented. As planned or potential intercity passenger rail infrastructure investments and service improvements are considered, many of these non-supply side factors will affect demand for and frequency of service. In this competitive environment, decision makers need effective strategies to address varied factors to facilitate a more consistent approach to evaluating alternative system investments. Research is needed that considers how these additional factors can affect demand for rail and other competitive modes so that future decision makers can more accurately plan and analyze impacts of these investments on the multi-modal transportation network. The objective of this research is to develop an analytical framework to improve understanding of how current or potential intercity travelers make the choice to travel by air, rail, bus, or private automobile for the majority of their trip. This framework should provide guidance for use by a diverse audience of practitioners and decision makers considering alternative planning, operating, financing, service, and capital investment strategies for intercity passenger rail service in existing and potential travel markets, and it should allow users to evaluate how mode choice is affected by a variety of changing and evolving parameters including, but not limited to, the following: (1) Demographics and income; (2) Access and egress at trip beginning and end; (3) Technology changes related to the transportation system; (4) Technology changes affecting lifestyle; (5) Cultural and societal attitudes; (6) Land use, community livability, and environmental concerns; (7) Trip purpose and cost; (8) Passenger value of time and perception of productivity; (9) Competitive response from alternative travel modes; and (10) Service attributes and system performance. The research plan should consider the following components and incorporate an international as well as a domestic perspective in developing an analytical framework for use by decision makers, and it should demonstrate application of this analytical framework using specific scenarios representing diverse markets. A literature review and other information-gathering techniques, focusing on an analysis of intercity mode choice behavior and factors that influence that choice and addressing what market research techniques are currently in use to evaluate intercity travel demand. (Note: the review should also address potential techniques used in non-transportation consumer choice models.) An evaluation, using a case study or alternative approach, of how broad consumer choice experience, research techniques, and models can be applied to and enhance an understanding of intercity travel behavior. A description of data requirements, availability, and sources for formulating an analytical framework for evaluating intercity travel behavior, and the factors that drive that behavior. An analytical framework for considering and incorporating the factors affecting mode choice decisions in intercity transportation markets Recommended strategy(ies) for acquiring information to fill data gaps to the degree possible. Illustrative applications of the analytical framework to historic examples and future scenarios representing various passenger rail infrastructure and service alternatives. Recommendations for future study. The research plan should build in appropriate checkpoints with the NCRRP panel, including, at a minimum, (1) a kick-off teleconference meeting to be held within 1 month of the "Notice to Proceed," (2) one face-to-face interim report review meeting approximately 40% to 50% through the research, and (3) web-enabled teleconferences tied to panel review and NCRRP approval of other interim deliverables as appropriate throughout the research program. KW - Intercity transportation KW - Land use planning KW - Level of service KW - Modal shift KW - Mode choice KW - Multimodal transportation KW - Northeast Corridor KW - Quality of service KW - Travel behavior KW - Travel patterns KW - Travel time KW - Trip purpose UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3484 UR - https://trid.trb.org/view/1332026 ER - TY - RPRT AN - 01490189 AU - Southern California Regional Rail Authority AU - Federal Railroad Administration TI - Methodology for Cost Apportionment for a Shared 220MHz RF Network in a Multi-railroad, Dense Traffic Area PY - 2013/07/25/Final Report SP - 15p AB - This report will provide a methodology for determining an equitable distribution of costs for the development and long term maintenance of a 220MHz RF network for the handling of Positive Train Control (PTC) messaging in a multi-railroad, dense traffic area. The type of costs incurred by a typical host railroad in developing and maintaining its systems as a part of the regional radio frequency (RF) network is examined as are alternate methods available to apportion costs among each of the host and tenant railroads that will operate under a common RF umbrella. Though communications, and more specifically the 220MHz radio network, is the primary operationally shared asset related to PTC, there are other railroad owned assets that will need to be shared by the host railroad with all tenant users of the PTC system. These include, but are not limited to, back-office systems, back-haul networks, and wayside signaling and communications systems. KW - Cost allocation KW - Methodology KW - Metrics (Quantitative assessment) KW - Positive train control KW - Radio frequency KW - Railroads UR - http://www.fra.dot.gov/Elib/Document/3320 UR - https://trid.trb.org/view/1257418 ER - TY - RPRT AN - 01488679 AU - Raslear, Thomas AU - Federal Railroad Administration TI - Criteria and Procedures for Validating Biomathematical Models of Human Performance and Fatigue: Procedures for Analysis of Work Schedules PY - 2013/07/19 SP - 19p AB - Each railroad covered by 49 CFR 228.407 must perform an analysis of the work schedules of its train employees who are engaged in commuter or intercity rail passenger transportation and identify those schedules that, if worked by such a train employee, may be at risk for a level of fatigue at which safety may be compromised. A level of fatigue at which safety may be compromised, the fatigue threshold, shall be determined by procedures that use a scientifically valid, biomathematical model of human performance and fatigue. This document describes the criteria and procedures that the Federal Railroad Administration (FRA) will use for certifying the scientific validity of a biomathematical model and for determining a fatigue threshold in a biomathematical model. This document also identifies specific such models that are acceptable. Furthermore, it describes the procedures that must be used both to analyze work schedules and to report FRA those schedules that are at risk for exceeding the fatigue threshold. KW - Biology KW - Fatigue (Physiological condition) KW - Hours of labor KW - Mathematical models KW - Occupational safety KW - Personnel performance KW - U.S. Federal Railroad Administration KW - Validation UR - http://www.fra.dot.gov/Elib/Document/3316 UR - http://www.regulations.gov/#!documentDetail;D=FRA-2009-0043-0003 UR - https://trid.trb.org/view/1257420 ER - TY - ABST AN - 01543738 TI - Legal Aspects of Rail Programs AB - The nation's freight, intercity passenger, and commuter rail operators need a program that can provide authoritatively researched, specific, limited-scope studies of legal issues and problems having national significance and application to rail transportation. To meet similar needs in the highway area, the Transportation Research Board (TRB) of The National Academies inaugurated a project in 1969 under the National Cooperative Highway Research Program (NCHRP). This project has been funded continuously since that time, eliciting strong support and approval from the constituency it serves. In addition, a transit legal research project was implemented in 1992 under the Transit Cooperative Research Program, and that project has also been continuously since its inception. Finally, an airport legal research project was implemented in 2006 under the Airport Cooperative Research Program, and continues today. Each year, numerous attorneys nationwide are involved in rail-related work; yet, there is no centralized collection of legal resources on which they can depend. The National Cooperative Rail Research Program's (NCRRP's) Legal Research Digest series will provide rail-related research on a wide variety of legal topics. This solicitation is the first in what is anticipated to be a series of studies of legal issues affecting the rail industry. The objective of this research is to provide legal research on three topics of interest to the legal community associated with the rail industry. The product of this research will be an NCRRP Legal Research Digest for each of the three topics that will ultimately be included in a series of reports on legal issues associated with the rail industry, addressing issues related to passenger, freight, and commuter rail. Each document will provide interested attorneys with authoritative, well-researched, specific information that is targeted in scope. This research will address the following three legal topics: (1) Project 12-01/Topic 1: Compilation, Review, and Summary of Railroad Law Resources ($75,000); (2) Project 12-01/Topic 2: Issues that Emerge when Public Entities Acquire a Real Property Interest in Rail Lines ($60,000); and (3) Project 12-01/Topic 3: Buy America(n) Requirements ($50,000). KW - Freight traffic KW - Freight trains KW - Intercity transportation KW - Legal factors KW - Property acquisition KW - Railroad commuter service UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3489 UR - https://trid.trb.org/view/1331845 ER - TY - RPRT AN - 01488476 AU - Punwani, S K AU - Sharma & Associates AU - Federal Railroad Administration TI - Market Analysis: Validation of a 70-Ton Higher Speed Freight Truck Design for Operations Up To 125 MPH PY - 2013/07 SP - 56p AB - A market analysis was conducted on behalf of Rederal Railroad Administration (FRA) to determine the viability for implementation of higher speed freight rail service in anticipation of high-speed passenger rail service on upgraded freight rail corridors. The analysis focused on the potential need for higher speed freight service in planned higher speed passenger rail corridors and other channels. The market analysis revealed additional unforeseen revenue potential for freight railroads in the form of dedicated train sets like refrigerator car trains, long distance produce shipments, and overnight city pairs, among others. The potential additional rail revenue from higher speed freight that has been identified for freight railroads could exceed $4.6 billion annually. It is projected that that amount would add approximately $460 million to the freight railroads’ annual profit stream. Additionally, there is at least some percentage of another potential $28 billion annual market in long distance road transportation that could be converted to rail, if it included higher speed freight service. KW - Economic analysis KW - Freight service KW - Freight trains KW - Heavy duty trucks KW - High speed rail KW - High speed vehicles KW - Revenues KW - Trucks UR - http://www.fra.dot.gov/Elib/Document/3274 UR - https://trid.trb.org/view/1257081 ER - TY - ABST AN - 01543879 TI - Building and Retaining Workforce Capacity for the Railroad Industry AB - The American railroad industry continues to change dramatically. Freight railroads have merged and consolidated, rationalizing their assets and workforce. Further, both the freight and passenger railroad labor pools have aged and have decreased in size with the retirement of their members. It is widely perceived that, in the face of expanding demand and potential growth, the railroad industry will be unable to attract and maintain a sufficient number of new, qualified employees at all levels. Without major changes in programs to maintain and enhance workforce capacity, trends suggest that the future will continue to present significant challenges for both freight and passenger rail services. An educated and effectively trained workforce is necessary to respond to increased demand for rail service, to implement new developments in technology and logistics, and to offset a continued loss of institutional knowledge as a result of retirements. A lack of concerted attention to address this problem will make it difficult to maintain and build sufficient workforce capacity with the required skills, and the inability to meet workforce needs may ultimately constrain future industry growth. While this growth is generally considered in the context of intercity freight and passenger systems, there is also recognition that states and other public and private agencies developing new passenger and commuter rail services will need to draw from a pool of well-trained workers. In addition, it will be necessary to continue to develop strategic and business planning skills. By accurately forecasting ridership and service levels, institutions at all levels can identify market demand and select optimal routes to ensure the success of transportation services offered. To accomplish this goal, it is essential that the workforce have the expertise necessary to plan, design, construct, operate, and maintain quality freight and passenger rail systems. A limited number of universities and community colleges in the United States provide railroad engineering and operations curricula. These institutions have relied on grants and other forms of support from the railroads and the public sector to produce graduates who are employable by the industry, as well as research results of interest to the industry. In addition, railroads have existing programs to train employees for field maintenance, construction trades, and operations. Many of these programs are associated with community colleges. Without continuing, expanding, and supplementing these programs, it is not clear that the potential supply of a qualified workforce will be sufficient to meet future demands of the railroad industry. The objective of this research is to identify and evaluate current and future workforce capacity issues and to develop effective strategies for meeting future workforce capacity requirements. The research should: (1) Characterize the current and anticipated U.S. railroad industry workforce in terms of numbers, demographics, and skills at all levels across the industry based on a targeted review of existing literature, other available information, as well as original research. (2) Evaluate sufficiency and effectiveness of current education, training, and recruitment programs as the means of attracting new employees into the industry and retaining existing employees. (3) Recommend practical strategies for recruiting, retaining, and developing a qualified professional and technical workforce for the rail industry at all levels, and metrics for evaluating effectiveness of these strategies. KW - Labor force KW - Personnel retention KW - Professional personnel KW - Railroads KW - Recruiting KW - Strategic planning KW - Training KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3485 UR - https://trid.trb.org/view/1332027 ER - TY - RPRT AN - 01488482 AU - Kansas City Southern Railway AU - Federal Railroad Administration TI - Kansas City Southern Railway FRA Grant Methodology, Activities and Lessons Learned Grant: FR-TEC-0008-11-01-00 PY - 2013/06/11 SP - 10p AB - The Kansas City Southern Railway (“KCSR”) endeavored to modernize their outdated legacy microwave system in preparation for its Positive Train Control (PTC) deployment. Their goal was to upgrade their microwave network preserving the function of their existing communications system, while migrating to a more robust internet protocol (IP) network based communications system. Disaster recovery and PTC interconnection were their primary considerations. These are the methods and activities that they followed to accomplish the successful implementation of the technology. Due to the number of locations needing the upgrade, they broke the effort into more than one phase. KW - Computer network protocols KW - Kansas City (Missouri) KW - Kansas City Southern Railway KW - Microwave communication systems KW - Modernization KW - Plan implementation KW - Positive train control UR - http://www.fra.dot.gov/Elib/Document/3254 UR - https://trid.trb.org/view/1257082 ER - TY - ABST AN - 01543881 TI - Developing Multi-State Institutions to Implement Intercity Passenger Rail Programs AB - In many cases, planned intercity passenger rail service improvements--construction of new infrastructure, enhancement of existing infrastructure, and purchase of new rolling stock--will involve more than a single-state jurisdiction. Implementing these plans requires multi-state agreements on infrastructure funding and rail service operations to address highly complex issues affecting a multitude of jurisdictions and operating agencies. There currently is no adequately tested institutional framework on which to structure these agreements and implement programs along multi-state corridors. The majority of existing and proposed intercity travel markets suitable for rail transportation cross through multiple states. The Federal Railroad Administration (FRA) is currently funding 25 corridor investment plans--16 of which are multi-state. In addition, 39 of the 50 U.S. city pairs identified by America 2050 (Hagler, Yoav, and Petra Todorovich. 2009, Where High-Speed Rail Works Best, New York) as having the greatest market potential for intercity rail are multi-state. Examples of corridors, current and proposed, involving more than one state, include the following: Northeast Corridor (Boston to Washington), Midwest Regional Rail Initiative (regional rail service in 10 states), Southeast High-Speed Rail Corridor (Washington, D.C., to Charlotte and Atlanta), Atlanta Hub (Atlanta to Jacksonville, Birmingham, and Louisville), Southern High-Speed Rail Commission (Texas, Louisiana, Mississippi, Alabama), Tulsa to Oklahoma City to South Texas, Southwest Multi-State Regional Plan (California, Arizona, Nevada, New Mexico, Utah, and Colorado), XpressWest (Victorville, California, to Las Vegas, Nevada), and Pacific Northwest (Washington, Oregon). The challenges inherent in planning, designing, constructing, and operating multi-state passenger rail corridors are significant, and include those identified below: (1) Overuse and underfunding results in friction associated with allocating available capacity; (2) The geographic location of investments on a corridor may be concentrated disproportionately in one state, while the benefits of those investments may accrue to multiple states along the corridor; (3) Individual states have limited resources, capacity, and leverage to negotiate service agreements with infrastructure owners, most of whom have regional- or national-level market perspectives; (4) Rail corridors within multi-state regions need to function as a cohesive, integrated network, yet federal and state investments tend to be evaluated and prioritized on a state-by-state basis. Given that conflict, there is a need to consider more economically efficient sequencing of investments that first focus on corridors or segments that have the most significant benefits for the regional network as a whole; and (5) A "pass-through" state between major origin and destination cities with few or no intermediate stops may have limited incentive to plan for or invest in that corridor. In recognition of these challenges, some states have been cooperating in intercity passenger rail planning and development activities through simple memoranda of understanding or interstate compacts. Northeast Corridor (NEC) planning has generally been coordinated by Amtrak as the owner of a majority of the property and infrastructure, and states have cooperated in such planning through informal advisory groups. To strengthen that coordination, the Passenger Rail Improvement and Investment Act (PRIIA) of 2008 created a new intergovernmental group, the Northeast Corridor Infrastructure and Operations Advisory Commission, to undertake certain planning tasks. As part of the overall corridor passenger system, commuter rail services cross state lines for a number of operations and are generally authorized through a range of special purpose bi-state or multi-state agreements. Under these agreements, the neighboring state pays for capital and operating expenses for extending the commuter rail route, such as the Massachusetts-Rhode Island agreement extending Massachusetts Bay Transportation Authority (MBTA) service into Rhode Island. In addition, privately owned Class I railroads have generally coordinated investments, funding sources, and project delivery along multi-state corridors with affected states. Given that the majority of corridors with the strongest market potential for rail cross state boundaries, creating institutional models responding to these challenges is critical to implementing improvements to intercity rail passenger networks. Solutions requiring multi-state cooperation and participation have not always been necessary with traditional transportation system investment strategies. Lack of an effective model has at times delayed or prevented implementing rail system investments to solve corridor-wide, multi-state demand. The objective of this research is to create practical models for multi-state institutions that can have responsibility for developing and providing intercity passenger rail networks and services. Issues addressed should include, but not be limited to, the following: (1) Existing and evolving legal, financial, and administrative requirements; (2) Competing federal, regional, state, and local responsibilities and interests; (3) Balancing potentially competing needs of intercity passenger, commuter, and freight rail in shared corridors; (4) Eligibility and flexibility to receive and invest public and private funds; (5) Evaluating and sharing costs, benefits, and risks among multi-state institution participants; (6) A framework for setting project priorities; (7) Overall management responsibility for corridor operations and services; facilitating project delivery; (8) Enabling seamless connections to other modes; and (9) Identifying and resolving jurisdictional overlaps among multi-state institutions and other affected entities. In the context of this research, "multi-state institutions" is used as a generic term to denote any type of institutional mechanism, whether existing or new, that enables two or more states working together to receive federal funds and deliver interstate passenger rail service. KW - Intercity passenger rail KW - Investments KW - Planning and design KW - Railroad commuter service KW - Regional transportation KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3487 UR - https://trid.trb.org/view/1332029 ER - TY - RPRT AN - 01488658 AU - North American Management AU - Federal Railroad Administration TI - Rail Trespasser Fatalities: Demographic and Behavioral Profiles PY - 2013/06 SP - 64p AB - In an effort to more accurately identify the types of persons who trespass on railroad rights-of-way, and ultimately reduce the number of trespassing events, the U.S. Department of Transportation’s (U.S. DOT) Federal Railroad Administration (FRA) contracted with North American Management Company (NAM) to conduct a demographic and market analysis of decedents in railroad-trespasser incidents. Following is a detailed report of this project. The major objective of this study is to provide policymakers and other groups with information that will enable them to more directly target individuals who are most at risk of being struck by trains while trespassing on rail rights-of-way. This is accomplished by generating demographic profiles of decedents and generalizing them to the national population. The differences between the decedents and the U.S. population suggest ways in which those who are most at risk of being involved in railroad-trespasser incidents may be effectively targeted by outreach efforts. This study is a followup to prior research that used data from 2002 through 2004 and was presented to FRA in 2008 by Cadle Creek Consulting titled, “Rail Trespasser Fatalities, Developing Demographic Profiles” (2008 Report). Results from the current study are largely consistent with results from the 2008 Report, with some key differences. KW - Behavior KW - Demographics KW - Fatalities KW - Policy making KW - Railroads KW - Risk taking KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/3315 UR - https://trid.trb.org/view/1257422 ER - TY - ABST AN - 01543877 TI - Intercity Passenger Rail Service and Development Guide AB - For more than 30 years, the growth and innovation in our nation's rail system has been primarily and most successfully associated with the movement of freight. Since 2008, however, billions of federal and state dollars have been invested in intercity passenger rail, responding to opportunities and challenges arising from changing travel demand and other factors. In addition, the Passenger Rail Investment and Improvement Act of 2008 (PRIIA) is placing new planning, operating, and financial demands on states and other transportation organizations, requiring them to take an increasingly active role in planning, developing, and managing intercity passenger rail services. Given the changes in demand following decades of stagnation and underfunding, many state and local transportation agencies do not have sufficient expertise and experience in passenger rail planning and operation. Various strategies have been applied to the planning and development of intercity passenger rail, and some support tools exist to aid planning and decision making; but these strategies, tools, and techniques are not always systematically applied. Despite the fact that each rail service exhibits particular circumstances and characteristics, certain components are transferrable and necessary for effective planning, development, and management. These components include, but are not limited to, (1) route definition and station locations; (2) operating characteristics, service goals, and performance measures; (3) stakeholder agreements and relationships; and (4) business plans to ensure high performance and maximum public benefit. Previous studies and reports (for example, National Cooperative Highway Research Program (NCHRP) Report 657: Guidebook for Implementing Passenger Rail Service on Shared Passenger and Freight Corridors and the American Association of State Highway and Transportation Officials (AASHTO) guide to state rail planning: State Rail Planning Best Practices) provide initial guidance on certain aspects. In addition, the Federal Railroad Administration (FRA) is developing guidance and tools to address several of these components (see item B under Special Notes), but there is no comprehensive standardized approach at present. Moreover, the existing decision support tools are not widely disseminated, and the level of capability in transportation organizations to implement these strategies varies widely. As a result, these organizations would benefit from a practical and comprehensive resource that identifies technical tools, procedures, and best practices to assist in the effective planning, development, and management of their passenger rail assets and investments. The objective of this research is to develop a guide to assist public and private organizations as they plan, develop, and manage intercity passenger rail services. This guide will identify various aspects of intercity passenger rail operations in exclusive as well as mixed freight and commuter rail service corridors. At a minimum, it will (1) provide an outline of the steps in the planning process, including roles and responsibilities of affected organizations; (2) describe procedures for developing, implementing, and managing passenger rail systems while taking into account different ownership and use scenarios; (3) describe key elements of passenger services and amenities and methods to evaluate their impact on passenger experience and operational performance; (4) review and evaluate the various tools available to conduct required analyses; and (5) present strategies for filling gaps where adequate analytical tools and techniques are not available. The guide should distinguish which tools are appropriate for different types of passenger rail services and projects at various stages of development. The guide should address a broad range of issues and needs associated with planning, developing, and managing intercity passenger rail service which may include but not be limited to the following: (1) Market needs assessment; (2) Forecasting; (3) Funding and finance; (4) Network design; (5) Corridor acquisition; (6) Environmental considerations and impacts; (7) Public involvement; (8) Station location, design, and access; (9) Intermodal considerations; (10) Safety and security; (11) Operating frequency and schedule; (12) Rolling stock procurement, provision, and maintenance; (13) Crew size, structure, and utilization; (14) Infrastructure ownership, development, operation, and maintenance; (15) Passenger services and amenities; (16) Marketing and communications; (17) Revenues, fares, and ticketing; (18) Economic impact and benefit/cost analysis; (19) Organizational/management structure; (20) Risk management; (21) Performance management; (22) Legal and institutional; and (23) Implementation of new technologies. KW - Financing KW - Forecasting KW - Guidelines KW - Intercity transportation KW - Intermodal transportation KW - Needs assessment KW - Passenger transportation KW - Risk management KW - Rolling stock KW - Strategic planning UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3483 UR - https://trid.trb.org/view/1332025 ER - TY - RPRT AN - 01488058 AU - Roth, Emilie AU - Rosenhand, Hadar AU - Multer, Jordan AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Using Cognitive Task Analysis to Inform Issues in Human Systems Integration in Railroad Operations PY - 2013/05//Final Report SP - 56p AB - U.S. Railroad operations are undergoing rapid changes involving the introduction of new technologies such as positive train control (PTC), energy management systems (EMS), and electronically controlled pneumatic (ECP) brakes in the locomotive cab. To help ensure these and other new technologies are optimally designed for safe and efficient use, the Federal Railroad Administration (FRA) is interested in introducing Human Systems Integration (HSI) to the railroad industry. HSI is a systematic, organization-wide approach to implementing new technologies and modernizing existing systems that can increase the likelihood of successful deployment as well as user acceptance. This report provides guidance to the industry pertaining to the need for HSI in the technology acquisition process, and more specifically, how to use Cognitive Task Analysis (CTA) methods and results as part of the HSI process. It draws on examples from prior FRA-sponsored CTAs for locomotive engineers, conductors, dispatchers, and roadway workers to illustrate the kinds of insights that can be drawn from performing a CTA when introducing new technologies into railroad operations. The report also provides a starting point for the industry with respect to identifying likely emerging issues that need to be explored as part of the technology introduction process. KW - Cognition KW - Conductors (Trains) KW - Dispatchers KW - Human information processing KW - Human systems integration KW - Modernization KW - Positive train control KW - Road construction workers KW - Task analysis KW - Technology KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/3204 UR - http://ntl.bts.gov/lib/47000/47500/47559/Using_Cognitive_Task_Analysis_20130523_final_1_.pdf UR - https://trid.trb.org/view/1257066 ER - TY - RPRT AN - 01482572 AU - Ngamdung, Tashi AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Driver Behavior Analysis at Highway-Rail Grade Crossings using Field Operational Test Data—Light Vehicles PY - 2013/05//Final Report SP - 52p AB - The U. S. Department of Transportation’s (U.S. DOT) Research and Innovative Technology Administration’s (RITA) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the U.S. DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted a research study focused on collecting and analyzing data related to driver behavior at or on approach to highway-rail grade crossings. Volpe Center reviewed and coded 4,215 grade crossing events involving light vehicle drivers collected during a recent field operational test of vehicle safety systems. The data collected for each grade crossing included information about drivers’ activities, driver and vehicle performance, driving environment, and vehicle location at or on approach to highway-rail grade crossings. One of the findings of the data analysis was that, on average, drivers were likely to engage in secondary tasks 46.7 percent of the time. Additionally, results showed that drivers failed to look either left or right on approach to passive grade crossings approximately 35 percent of the time. The ultimate objective of this research study is to assess basic driver behavior at highway-rail grade crossings so as to identify potential driver education/awareness strategies that would best mitigate risky driver behavior at grade crossings. KW - Behavior KW - Data collection KW - Distraction KW - Drivers KW - Railroad grade crossings KW - Risk taking KW - Traffic violations KW - Video data UR - http://www.fra.dot.gov/Elib/Document/3189 UR - https://trid.trb.org/view/1251183 ER - TY - RPRT AN - 01482571 AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Research and Development Strategic Plan: FY2013-FY2017 PY - 2013/05 SP - 23p AB - This plan describes the strategy through which the Federal Railroad Administration’s (FRA’s) research and development (R&D) program will support the Department of Transportation’s (DOT’s) mission and goals. Safety is the DOT’s primary strategic goal and thus, the principal driver of FRA’s R&D program. FRA’s R&D program also contributes to other DOT strategic goals because safety-focused projects typically yield solutions that advance state of good repair, economic competitiveness, and environmental sustainability. The R&D program also has an important role to play in workforce development. KW - Personnel development KW - Railroad safety KW - Railroad transportation KW - Research KW - Strategic planning KW - United States UR - http://www.fra.dot.gov/Elib/Document/3184 UR - https://trid.trb.org/view/1251186 ER - TY - RPRT AN - 01482568 AU - Witte, Matthew AU - Wilson, Nicholas AU - Fries, Robert AU - Wu, Huimin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Comparison of FRA Regulations to International High-Speed Rail Standards PY - 2013/05 SP - 158p AB - This report compares international standards with selected parts of Federal Railroad Administration (FRA) Code of Federal Regulation Title 49 CFR Transportation. The parts were preselected by FRA and are meant to reflect those areas of the regulations that most influence operational safety. The comparisons in this paper identify gaps and open points relative to European standards. Notable differences were found in the areas of vehicle track interaction, noise, safety glazing, locomotive safety, locomotive crashworthiness, aerodynamics, and emergency exit requirements. The report also reviews the more accessible Far East standards from China, Taiwan, and Japan. Transportation Technology Center, Inc., recommends formal translation and study of the Korean standards at a later time, possibly in conjunction with a study of railroad regulations in India, Central Asia, and Australia. KW - Aerodynamics KW - China KW - Crashworthiness KW - Europe KW - High speed rail KW - International KW - Japan KW - Locomotives KW - Noise KW - Railroad safety KW - Railroad tracks KW - Regulations KW - South Korea KW - Standards KW - Taiwan KW - United States Code. Title 49 UR - http://www.fra.dot.gov/Elib/Document/3193 UR - https://trid.trb.org/view/1251184 ER - TY - RPRT AN - 01482565 AU - Saat, M R AU - Barkan, C P L AU - University of Illinois, Urbana-Champaign AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Investigating Technical Challenges and Research Needs Related to Shared Corridors for High-Speed Passenger and Railroad Freight Operations PY - 2013/05//Technical Report SP - 133p AB - The development of both incremental and dedicated high-speed rail lines in the United States poses a number of questions. Despite nearly 50 years of international experience in planning, designing, building and operating high-speed passenger infrastructure and rolling stock, there is a range of problems partially or completely unique to North America. Successful development of expanded higher speed, and new, very high-speed rail, will require careful analysis and, in many cases, research to develop satisfactory solutions. The questions involve a range of engineering, operational, economic, and institutional aspects. This report introduces various technical challenges related to shared high-speed passenger and freight rail corridors, describes an effort to prioritize the challenges, and presents an in-depth literature review of the high-priority challenges to identify existing research and future research needs. KW - Freight trains KW - High speed rail KW - Literature reviews KW - Research needs KW - Shared corridors KW - Strategic planning KW - United States UR - http://www.fra.dot.gov/Elib/Document/3194 UR - https://trid.trb.org/view/1251185 ER - TY - RPRT AN - 01481515 AU - Witte, Matthew AU - Swearingen, Robert AU - Wilson, Nicholas AU - Fries, Robert AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - High-Speed and Intercity Passenger Rail Testing Strategy PY - 2013/05 SP - 81p AB - This high-speed and intercity passenger rail (HSIPR) testing strategy addresses the requirements for testing of high-speed train sets and technology before introduction to the North American railroad system. The report documents the results of a survey of industry stakeholders on the requirements for testing HSIPR technologies worldwide. The report identifies all testing required for development of new technologies, assurance of existing technologies, characterization of new designs, and qualification of equipment. The report identifies the potential locations for each type of testing and evaluates the shortcomings, if any, of those test locations. The report includes rough order of magnitude (ROM) estimates of investment and operational test costs. It also provides ROM estimates of investment costs necessary to improve resources at Transportation Technology Center (TTC) so that researchers can test very high-speed rail (HSR) equipment. At a minimum, a high-speed siding and a body structural test facility should be added at TTC to meet the testing requirements of HSR for the United States. KW - Acceptance tests KW - Durability tests KW - High speed rail KW - Intercity transportation KW - Reliability KW - Rolling contact KW - Stakeholders KW - Surveys KW - Testing KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/3183 UR - https://trid.trb.org/view/1250352 ER - TY - RPRT AN - 01481433 AU - Martino, Michael AU - Doucette, Ann AU - Chase, Stephanie AU - Gabree, Scott AU - Railroad Research Foundation AU - Federal Railroad Administration TI - Defining Characteristics of Intentional Fatalities on Railway Rights-of-Way in the United States, 2007–2010 PY - 2013/05 SP - 39p AB - This report presents aggregate findings from 55 psychological autopsies of decedents who were identified as an intentional death (i.e., a suicide) on railroad rights-of-way between October 1, 2007, and September 30, 2010. The goal of this study was to assess whether there are unique characteristics of individuals involved in suicides on railroad rights-of-way compared with individuals who complete suicide by other means. The aggregate findings show that this sample of suicides on railroad rights-of-way share much in common with samples of suicides by other means. Only a few notable unique characteristics were found in the former population: the cases are more significantly marked by both severe mental disorder and substance abuse, the individuals tend to live near railroad tracks, and they are possibly less likely to have access to firearms. Additionally, the majority of these completed suicides occurred in urban or suburban areas as opposed to rural areas. The information collected for this effort may provide valuable information for the development of countermeasures or other intervention plans to mitigate this issue on railroad rights-of-way. KW - Autopsies KW - Drug abuse KW - Mental disorders KW - Psychological aspects KW - Railroad safety KW - Railroads KW - Right of way (Land) KW - Suburbs KW - Suicide KW - Trespassers KW - Urban areas UR - http://www.fra.dot.gov/Elib/Document/3182 UR - https://trid.trb.org/view/1250351 ER - TY - ABST AN - 01543880 TI - Alternative Financing Approaches for Passenger and Freight Rail Projects AB - Recent years have seen an increasing demand for passenger rail service in the United States; however, no stable source of funding exists for developing or expanding passenger or freight rail. Passenger rail does not have a sufficient source of revenue for either capital development or operations and maintenance and, therefore, generally depends on various levels of public investment. In contrast, freight rail, primarily developed in the private sector, has access to traditional financing and revenue streams from its operation. Freight rail is primarily a self-sustaining, for-profit private enterprise that generates its own revenue; yet there are potential public benefits to maintaining or enhancing freight rail services that might benefit from public investment. Public benefits can accrue, for example, when passenger rail systems operate on freight rail right-of-way or visa-versa. Under those conditions, there is public benefit to ensure and enhance continued and efficient goods movement from a freight rail perspective and comparable efficient movement of people from a passenger rail perspective. Improvements that enhance shared corridor operations benefit both passenger and freight rail and the economies dependent on those services. The net result is that increasing demand for rail services perceived to be in the public interest requires alternative financing strategies to generate additional revenues that neither the private nor public sectors can generate acting alone. Research is needed to identify and examine existing and alternative approaches for financing and generating revenue for investment in rail projects. Rail in this context includes those modes regulated by the U.S. DOT Federal Railroad Administration: commuter, high-speed, intercity passenger, and freight. There is a need to collect and review information about and analyze the effectiveness of current national and international methods for financing passenger and freight rail. Building on this review, additional research is necessary to analyze alternative financing methods that have been used in other transportation modes or other industries. The purpose of this review is not to re-invent financing and revenue-generating methods that are already widely applied but, rather, to identify and formulate new and innovative financing mechanisms. The objective of this research is to identify alternative methods for financing passenger and freight rail project development, including capital investment, operations, and maintenance. The research will: (1) Identify alternative financing and revenue-generating strategies. (2) Evaluate alternative financing and revenue-generating strategies, including but not limited to: a) Qualitative and quantitative factors, and b) Constraints affecting implementation. (3) Develop strategies to formulate effective business plans to finance freight and passenger rail improvement programs. In the context of this research project, passenger rail includes high speed, intercity, and commuter rail. This research is intended to be of interest to public and private entities that have responsibility for planning, developing, maintaining, and operating passenger and freight rail systems throughout the United States. The findings of this research will provide best practices and lessons learned, alternatives, and strategies to develop and execute alternative financing to maintain and enhance future investment in passenger and freight rail systems.Passenger and freight rail systems differ in terms of alternative financial requirements, and the research needs to address these differences. Freight systems, as private entities, generally are built on a business model that functions through a revenue stream supporting services provided. Differences exist among the various classes of freight rail, including Class I, 2, and 3, and these differences with respect to financing requirements need to be addressed as a function of the services they provide. Public-private partnerships and other financing options may be appropriate where there is a public interest, such as projects of regional or national significance, or in the context of shared corridors. KW - Alternative financing KW - Financing KW - Freight traffic KW - High speed rail KW - Intercity transportation KW - Investments KW - Passenger transportation KW - Railroad commuter service KW - Revenues KW - Shared tracks KW - United States UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3486 UR - https://trid.trb.org/view/1332028 ER - TY - RPRT AN - 01481607 AU - Department of Transportation AU - Federal Railroad Administration TI - FRA Is Nearing Completion of Rules Required by the Rail Safety Improvement Act, But Needs to Improve Oversight PY - 2013/04/17 SP - 35p AB - In response to several high profile accidents between 2002 and 2008 that resulted in hundreds of casualties and millions of dollars in damages, Congress passed the Rail Safety Improvement Act (RSIA) of 2008. For example, a 2005 collision—between two freight trains in Graniteville, SC—resulted in the release of chlorine gas from a tank car. The accident killed 9 people, required the evacuation of 5,400 others, and caused over $6.9 million in damages. In September 2008, the collision of a commuter train and a freight train in Chatsworth, CA, resulted in 25 deaths, 125 injuries, and over $12 million in damages. RSIA—the first statute in almost 15 years that reauthorizes the Federal Railroad Administration’s (FRA) safety programs—requires FRA to undertake several wide-ranging tasks that broaden its safety-related responsibilities while it continues to meet its pre-existing responsibilities. Among these new responsibilities are requirements that FRA promulgate 17 rules to improve railroad safety. Because of this significant increase in the Agency’s rail safety responsibilities, the U.S. Department of Transportation Office of Inspector General (OIG) reviewed FRA’s implementation and oversight of the new safety rules. OIG's objectives were to assess FRA’s: (1) progress in completing the RSIA-required rules; and (2) ability to ensure compliance with the new rules. Briefly, FRA has issued 8 of the 17 RSIA-required rules and has made progress on finalizing the remaining 9. However, the Agency issued seven of the eight after their statutory deadlines, and has missed the deadlines for six of the remaining nine. Weaknesses in FRA’s planning for its rulemaking work delayed rule issuance. While FRA focused its early efforts almost entirely on the rule on positive train control (PTC), Agency officials did not establish priorities for work on the other rules. Delayed promulgation of RSIA-required rules delays the mitigation of railroad industry safety hazards that Congress intended the rules to address. FRA did not provide its oversight staff with the guidance, training, and supervision required to oversee compliance with certain RSIA rules. The Agency did not update its compliance manuals to reflect new rules before beginning oversight of five new rules—PTC, electronic recordkeeping for hours of service, concrete crossties, bridge safety standards, and camp car health and safety. Furthermore, FRA staff reported that they received insufficient training to oversee compliance with the PTC, camp car health and safety standards, and electronic recordkeeping rules. Finally, FRA has not defined what constitutes adequate supervisory review, and does not require documentation of supervisory reviews. As a result, supervisory review of safety oversight work has been limited and inconsistent. KW - Compliance KW - Implementation KW - Operating rules KW - Oversight KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Safety programs KW - U.S. Federal Railroad Administration UR - http://www.oig.dot.gov/sites/dot/files/FRA%20Rail%20Safety%20Improvement%20Act%20Report%5E4-17-13.pdf UR - https://trid.trb.org/view/1250031 ER - TY - JOUR AN - 01491759 JO - Fatigue: Biomedicine, Health & Behavior PB - Taylor & Francis AU - Raslear, Thomas AU - Gertler, Judith AU - DiFiore, Amanda AU - Federal Railroad Administration TI - Work schedules, sleep, fatigue, and accidents in the US railroad industry PY - 2013/04 VL - 1 IS - 1-2 SP - pp 99-115 AB - The objective of this report is to provide a comprehensive description of fatigue in US railroad workers employed in safety-sensitive positions. Five survey studies were conducted between 2006 and 2011 on maintenance of way employees, signalmen, dispatchers, train & engine (T&E) employees, and T&E employees engaged in passenger service. These studies were reanalyzed and compared with regard to work schedules and sleep patterns. Fatigue exposure was determined by analysis of work schedules and sleep patterns with a fatigue model, the Fatigue Avoidance Scheduling Tool (FAST). Twelve different schedules of work exist in the five groups of railroad employees. Work schedules largely determine sleep patterns, which, in turn, determine fatigue exposure. T&E crews and dispatchers have the highest fatigue exposure, but these two groups have considerably less fatigue exposure than T&E crews who were involved in accidents. Passenger service T&E employees have the least fatigue exposure, even though the distribution of work time is highly similar to that of T&E employees. This difference in fatigue exposure may be due to the greater predictability of work for the passenger service T&E. Human factor accident probability and the cost of human factor accidents increase with fatigue exposure. The risk (probability x cost) of a human factor accident increases exponentially with fatigue exposure. A methodology has been developed for studying the work schedules and sleep patterns of railroad workers. This methodology allows for the collection of data which makes it possible to identify differences in sleep patterns as a function of both work group and work schedule. Future work on fatigue in occupational groups should focus on similar methods to expand our knowledge of the role of work schedules on sleep, fatigue, and accident risk. KW - Dispatchers KW - Employees KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Railroads KW - Shifts KW - Sleep deprivation KW - Trainmen KW - United States UR - http://dx.doi.org/10.1080/21641846.2012.748330 UR - http://www.fra.dot.gov/Elib/Document/2860 UR - https://trid.trb.org/view/1258771 ER - TY - RPRT AN - 01481518 AU - Markos, Stephanie H AU - Pollard, John K AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Passenger Train Emergency Systems: Review of Egress Variables and Egress Simulation Models PY - 2013/04 SP - 96p AB - Federal Railroad Administration (FRA) regulations are intended to ensure the safe, timely, and effective evacuation of intercity and commuter rail passengers when necessary during passenger train emergencies. Although it is recognized that during the majority of emergency scenarios, it is much safer for passengers to remain on the train, it may be necessary for passengers and crew to evacuate a passenger train quickly, due to certain life-threatening conditions (e.g., fire). FRA is sponsoring a research program to investigate a variety of emergency evacuation concepts, strategies, and techniques for applicability to passenger trains operating in the United States. One aspect of the FRA research program is directed at evaluating the potential applicability to passenger trains of performance-based criteria specifying minimum necessary evacuation times. No methodology currently exists for evaluating the passenger rail car emergency egress system as a whole, or the effects on egress times of failures within this system. However, with certain refinements to existing egress computer model calculations, time-based egress models could have potential applicability to passenger rail cars. This report presents the results of a review of passenger rail car egress variables and evaluation of the potential application of computer models that simulate egress for developing passenger train evacuation times. KW - Disaster preparedness KW - Emergency exits KW - Evacuation KW - Evaluation KW - Passenger trains KW - Railroad safety KW - Simulation KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/3124 UR - http://www.fra.dot.gov/Elib/Document/3188 UR - http://ntl.bts.gov/lib/47000/47400/47438/DOT-VNTSC-FRA-12-04.pdf UR - https://trid.trb.org/view/1250354 ER - TY - RPRT AN - 01481517 AU - Carolan, Michael E AU - Jeong, David Y AU - Perlman, Benjamin AU - Murty, Yellapu V AU - Namboodri, Shannon AU - Kurtz, Bob AU - Elzey, R K AU - Anankitpaiboon, Satima AU - Tunna, Lucy AU - Fries, Robert AU - Volpe National Transportation Systems Center AU - Cellular Materials International, Incorporated AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Application of Welded Steel Sandwich Panels for Tank Car Shell Impact Protection PY - 2013/04 SP - 76p AB - This report describes research conducted to examine the application of sandwich structure technology to provide protection against the threat of an indenter striking the side or shell of a tank car in the event of an accident. This research was conducted in two phases over a 3-year period. Testing and analysis of flat, welded steel sandwich panels was conducted in the initial phase of the research. Based on the observations and results from that initial phase, a curved, welded steel sandwich panel was designed and built to protect the side or shell of a decommissioned liquid chlorine tank car during a full-scale impact test. Although the protective panel experienced severe damage, the commodity-carrying tank experienced only permanent deformation and did not puncture. KW - Impact KW - Impact tests KW - Panels KW - Sandwich panels KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/3125 UR - https://trid.trb.org/view/1250355 ER - TY - RPRT AN - 01481516 AU - Pinney, Chris AU - Smith, Brian AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Cost-Benefit Analysis of Alternative Fuels and Motive Designs PY - 2013/04 SP - 125p AB - This project was funded by the Federal Railroad Administration to better understand the potential cost and benefits of using alternative fuels for U.S. freight and passenger locomotive operations. The framework for a decision model was developed by Transportation Technology Center, Inc., to evaluate the feasibility of these newly emerging technologies. Because these alternatives (fuels and engine designs) are at early stages of development, the objective is to identify the most feasible alternatives and support their future development. Various government agencies, U.S. railroads, and the original equipment manufacturers of locomotives are considered the primary stakeholders in this study. The biodiesel blend of B20 is compared with the baseline technology (petroleum diesel) using an operating scenario for Class I railroad line-haul operations in 2010 to demonstrate the decision model approach in this study from a volumetric standpoint. This is not a recommendation for using B20 in railroad operations, but it is a good case with which to illustrate the decision framework developed to analyze alternative fuels for future research and development initiatives. The main drivers for the decision model identified in this research effort are cost, energy security, emissions, safety, and efficiency. Under each decision driver, there are multiple criteria that may be used for comparison between proposed alternatives. The goal is to understand if the criteria under the decision drivers are independently a cost or a benefit to industry stakeholders compared with the baseline. KW - Alternate fuels KW - Benefit cost analysis KW - Biodiesel fuels KW - Decision support systems KW - Locomotives by motive power KW - Multiple criteria decision making KW - Stakeholders UR - http://www.fra.dot.gov/Elib/Document/3128 UR - https://trid.trb.org/view/1250358 ER - TY - RPRT AN - 01481514 AU - Anankitpaiboon, Satima AU - Fries, Robert AU - Tunna, Lucy AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Crippling Load Test of Budd Pioneer Car 244, Test 3 PY - 2013/04 SP - 33p AB - This report summarizes Test 3, a crippling load test on Budd Pioneer Car 244, conducted on June 28, 2011. Before the crippling load test, Transportation Technology Center, Inc., conducted two 800,000-pound (lb) quasi-static tests on Car 244 in accordance with Code of Federal Regulations 49 CFR 239.203. The tests, which are summarized in this report, applied compressive end loads along the line of draft to ensure that Car 244 was suitable for the crippling load test. Car 244 was previously modified to include a crash energy management (CEM) system, and it was subjected to several impact tests. For the crippling load test, the CEM system was removed. Loads were applied at the four CEM pockets on one end of the car and reacted at the CEM pockets on the other end. Crippling first occurred on the roof at approximately 1,070,000 lb, and complete car crippling occurred at approximately 1,200,000 lb. Crippling occurred on the side sills, center sill, side walls, and roof near the loading end. The total car length after the test was reduced by approximately 3 inches. The instrumentation for this test measured car strains, displacements, and compressive forces. KW - Compressive loads KW - Compressive strength KW - End loads KW - Load tests KW - Passenger cars KW - Strain measurement UR - http://www.fra.dot.gov/Elib/Document/3126 UR - https://trid.trb.org/view/1250356 ER - TY - RPRT AN - 01481513 AU - di Scalea, Francesco Lanza AU - Reynolds, Faye M AU - Rizzo, Piervincenzo AU - Salamone, Salvatore AU - Bartoli, Ivan AU - Al-Nazer, Leith AU - Avanti Tech, LLC AU - Federal Railroad Administration TI - Research and Development to Demonstrate Ultrasonic Tomography Technology for Three-Dimensional Imaging of Internal Rail Flaws: Modeling and Simulation PY - 2013/04 SP - 120p AB - This report covers the work performed under the Federal Railroad Administration (FRA) High-Speed BAA 2010–2011 program to demonstrate the technology of ultrasonic tomography for 3-D imaging of internal rail flaws. There is a need to develop new technologies that are able to quantify characteristics of the internal rail flaws so as to ensure increased safety of rail transportation and reduced rail maintenance costs. In this work, ultrasonic tomography has been applied to the detection of a 5 percent rail head area (RHA) transverse defect in the railhead. This project has built finite element models of ultrasonic tomographic arrays on a flawed rail and identified an algorithm designed to perform the tomographic imaging of the internal rail flaw in 3-D and automatically. The results show excellent 3-D imaging performance with the proposed approach. The work therefore confirms the potential of the ultrasonic tomography technique for quantitative verification of internal rail flaws. KW - Algorithms KW - Defects KW - Finite element method KW - High speed rail KW - Imaging systems KW - Rail (Railroads) KW - Signal processing KW - Three dimensional imaging KW - Tomography KW - Ultrasonic tests UR - http://www.fra.dot.gov/Elib/Document/3127 UR - https://trid.trb.org/view/1250357 ER - TY - RPRT AN - 01481512 AU - Akhtar, Muhammad N AU - Davis, David D AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Load Environment of Rail Joints – Phase I Effects of Track Parameters on Rail Joint Stresses and Crack Growth PY - 2013/04 SP - 47p AB - The load environment of joint bars was assessed under a variety of loading and track conditions. Bending stresses, thermal stresses, and residual stresses were measured on commonly used joint bars. Crack growth rates from artificially induced cracks were also monitored. This study provides the relevant data and analysis results needed for developing more comprehensive models for joint bar failure, fatigue life, crack growth, and inspection interval optimization. The data provided will also help railroads to design more reliable and safer joint bar designs. Bending stresses in joint bars vary widely in local foundation and loading conditions. Stresses too low to cause fatigue damage and stresses large enough to cause joint bar breakage were measured. Thermal stresses in insulated joint bars are similar to those found in rail. Data also shows that once one joint bar of a standard joint is broken because of fatigue or manufacturing defect, the other joint bar carries all of the longitudinal and bending loads from the broken bar. This puts high stresses on the remaining bar, which sometimes breaks. This is consistent with the fact that in many cases both joint bars are found broken on inspection. The data also shows that thermal stresses can increase significantly because of maintenance operations, such as surfacing and under cutting. KW - Bending stress KW - Load tests KW - Rail joints KW - Stress cracking KW - Thermal stresses UR - http://www.fra.dot.gov/Elib/Document/3132 UR - https://trid.trb.org/view/1250353 ER - TY - RPRT AN - 01480421 AU - Harrison, James AU - daSilva, Marco AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - 2012 Right-of-Way Fatality and Trespass Prevention Workshop PY - 2013/04//Final Report SP - 69p AB - Based on the success of the 2008 Trespasser Workshop, the Federal Railroad Administration (FRA) and the Federal Transit Administration (FTA) sponsored this follow-on workshop. The keynote speech by FRA Administrator, Mr. Joseph C. Szabo, was followed by 23 technical presentations in the areas of Pedestrian Safety, Hazard Management, Design Technology and Infrastructure, Community Outreach, Enforcement, and Intentional Deaths/Acts. Workshop attendees broke into working groups charged with developing prioritized recommended actions for their respective topics; they developed more than 90 ideas which covered new or expanded initiatives, strategies, and research projects. Each group then defined three to five top recommended actions for its respective topic area. This resulted in the identification of 23 high-priority recommended actions. KW - Communities KW - Fatalities KW - Hazards and emergency operations KW - Law enforcement KW - Light rail transit KW - Outreach KW - Pedestrian safety KW - Railroad safety KW - Right of way (Land) KW - Trespassing KW - Workshops UR - http://ntl.bts.gov/lib/47000/47400/47439/DOT-VNTSC-FRA-12-06.pdf UR - https://trid.trb.org/view/1248939 ER - TY - RPRT AN - 01479058 AU - Department of Transportation AU - Federal Railroad Administration TI - Amtrak's New Cost Accounting System is a Significant Improvement but Concerns Over Precision and Long Term Viability Remain PY - 2013/03/27 SP - 21p AB - For several years, Amtrak management, Congress, and other stakeholders expressed concerns about weaknesses in Amtrak’s cost accounting system, the Route Profitability System (RPS). Specifically, they raised concerns over the system’s weaknesses in transparency, timeliness, system maintenance, and cost allocation. In 2005, the Government Accountability Office (GAO) reported that Amtrak’s reliance on cost allocation rather than cost assignment and RPS’s lack of transparency contributed to unreliable financial performance reporting. In response to these problems, Congress required the Federal Railroad Administration (FRA) to develop and Amtrak to implement a modern cost accounting and reporting system. The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) required the Department of Transportation’s Office of Inspector General (OIG) to review the new system to determine whether it produces reliable reporting on Amtrak’s financial performance. Specifically, OIG's objectives were to assess whether the system: (1) tracks Amtrak’s financial performance by route, line of business, and major activity; (2) addresses concerns with RPS; and (3) calculates Amtrak’s avoidable costs with respect to each of its routes using a sound methodology. Briefly, while APT and SAP, Amtrak’s cost accounting and financial accounting systems, were independently designed pursuant to separate congressional mandates, together they allow Amtrak to track and report on its financial performance by route, line of business and major activity. However, implementation issues related to data flow between the two systems have delayed its performance reporting. APT addresses the concerns raised about RPS’s shortcomings including system transparency and reporting timeliness but it does not address concerns related to system maintenance and cost assignment. To improve transparency, Amtrak maintains both paper and electronic copies of APT’s methodology and has developed a formal process to evaluate and document system changes. With APT, Amtrak expects to be able to produce monthly performance reports in 12 to 14 days after the end of the reporting period, a significant improvement over RPS. However, when designing APT, Amtrak customized the system to its operations rather than using an off-the-shelf system. This custom design makes APT challenging and more costly to maintain, raising concerns regarding its long-term utility. According to Amtrak officials, Amtrak has not yet implemented FRA’s methodology for calculating avoidable costs due to time and resource limitations. However, this methodology has significant limitations. FRA’s methodology relies notably on the use of statistical estimation that is not supported by economic theory; fails to account for key factors such as wages and rents; and bases its calculations on a limited data sample. Consequently, Amtrak and Congress may not have a reliable estimate of the savings that could result from eliminating a route. KW - Amtrak KW - Cost accounting KW - Costs KW - Financial analysis KW - Financial reporting KW - Financing KW - Route Profitability System KW - Routes UR - http://www.oig.dot.gov/sites/dot/files/Amtrak's%20New%20Cost%20Accounting%20System%20Report%5E3-27-13.pdf UR - https://trid.trb.org/view/1247798 ER - TY - SER AN - 01477124 JO - Research Results PB - Federal Railroad Administration AU - Stuart, Cameron AU - Workman, Dave AU - Federal Railroad Administration TI - Developing a Reliable Method for Signal Wire Attachment PY - 2013/03 SP - 4p AB - Railroad signaling systems detect trains on the track, identify track fractures, prevent derailments, and alert signal crossing stations when trains approach. These systems are vital to safe train operation; therefore, each component of this system has to be extremely reliable. Current methods of rail/wire attachment have shortcomings that are creating reliability problems for the railroads. Failures in signal cable attachments create uncertainty in the signaling system, resulting in reduced train speeds, additional inspection time to identify the cause of the failures, and reinstallation efforts that result in additional costs, train delays, lost productivity, and reduced operational safety. Edison Welding Institute (EWI) conducted an investigation to examine the various signal wire attachment methods—their advantages, disadvantages, and known failure mechanisms. The findings indicate that signal wire attachments continue to be problematic for the rail industry and that existing processes to remedy the issue may yield unsatisfactory results if not carefully controlled. Samples of failures were analyzed and found to exhibit signs of Liquid Metal Embrittlement (LME) with martensite formations at the bond interface due to excessive heating. These conditions result in brittle joints and can lead to joint failure and rail head damage. A solid-state welding process using inertia friction welding was investigated as an alternative to the welding and brazing processes currently in widespread use by the rail industry. A solid-state process enables precise control over the weld parameters and may improve weld quality and durability. A plan was developed to use inertia friction welding to weld a stud of dissimilar metal to the rail that provides a mechanical connection to the signal wire. Several weld stud alloys were chosen for preliminary weld trials. Development trials demonstrated that low speed and high thrust load parameters provided a solid-state weld that produced no martensite in the rail steel. A photograph of a completed weld is shown in Figure 1. Further experimental trials were conducted to define the process range for rotational speed and welding thrust load. Repeatability testing was also conducted and showed no evidence of martensite even after several repair cycles were carried out. KW - Bonding and joining KW - Electric wire KW - Inspection KW - Rail (Railroads) KW - Railroad safety KW - Reliability KW - Signaling KW - Welding UR - http://www.fra.dot.gov/Elib/Document/3039 UR - https://trid.trb.org/view/1246735 ER - TY - RPRT AN - 01477080 AU - Kish, Andrew AU - Samavedam, Gopal AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Track Buckling Prevention: Theory, Safety Concepts, and Applications PY - 2013/03//Final Report SP - 168p AB - This report is a part of the John A. Volpe National Transportation Systems Center’s Track Stability Research Program for the Federal Railroad Administration on thermal buckling of continuous welded rail (CWR) track and its prevention. Presented in this report are the developments of theoretical results and the development and application of the CWR-SAFE computer software model for prediction of CWR track buckling strength. This comprehensive predictive model encompasses several different modules designed to perform both deterministic and probabilistic buckling analyses, based on the dynamic buckling theory previously validated by tests, and predicts safe limits for buckling prevention. The model accounts for all the important parameters influencing track buckling, such as rail size, curvature, lateral resistance, tie-ballast friction, fastener torsional and longitudinal resistances, track vertical stiffness, misalignment amplitude and wavelength, and vehicle parameters. Applications of the model are demonstrated through analyses of parametric sensitivity, development of buckling safety limits in terms of safe and critical temperatures, and evaluation of annual probability of buckling occurrences for typical CWR line segments. The report also presents techniques to determine the input parameters for CWR-SAFE application and a practical methodology for CWR track safety monitoring. A risk-based approach is proposed to provide more flexibility to the industry in achieving a minimum number of annual buckles in a given territory and to provide science-based guidelines for improved slow order policies when operating at elevated rail temperatures. KW - Buckling KW - Continuous welded rail KW - Curvature KW - Lateral stability KW - Maintenance of way KW - Railroad tracks KW - Temperature KW - Thermal degradation UR - http://www.fra.dot.gov/Elib/Document/3036 UR - http://ntl.bts.gov/lib/47000/47200/47265/TR_Track_Buckling_Prevention.pdf UR - https://trid.trb.org/view/1246606 ER - TY - RPRT AN - 01477076 AU - Melnik, Gina AU - Rosenhand, Hadar AU - Isaacs, Matthew AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Cab Technology Integration Laboratory Demonstration with Moving Map Technology PY - 2013/03//Final Report SP - 35p AB - A human performance study was conducted at the John A. Volpe National Transportation Systems Center (Volpe Center) using a locomotive research simulator—the Cab Technology Integration Laboratory (CTIL)—that was acquired by the Federal Railroad Administration (FRA). The primary objective of the study was to conduct a hands-on simulator training exercise and system demonstration. A moving map experiment was chosen for the study because FRA is interested in determining the human performance and safety implications of this technology following prior FRA research on preview information in cab displays (Einhorn, Sheridan & Multer, 2005). However, because surrogate (novice) engineers were used for the experiment instead of experienced locomotive engineers, the results have limited applicability. Lessons learned and general best practices for designing and running future CTIL experiments are discussed in this report. Possibilities for future research regarding operator use of moving map displays are also considered. KW - Best practices KW - Cab Technology Integration Laboratory KW - Locomotives KW - Operators (Persons) KW - Performance evaluations KW - Railroad engineers KW - Safety KW - Technology KW - Training UR - http://www.fra.dot.gov/Elib/Document/3038 UR - http://ntl.bts.gov/lib/47000/47200/47264/CTIL_2013.pdf UR - https://trid.trb.org/view/1246608 ER - TY - RPRT AN - 01477072 AU - Kirkpatrick, Steven W AU - Applied Research Associates, Incorporated AU - Federal Railroad Administration TI - Detailed Puncture Analyses of Tank Cars: Analysis of Different Impactor Threats and Impact Conditions PY - 2013/03//Final Report SP - 268p AB - There has been significant research in recent years to analyze and improve the impact behavior and puncture resistance of railroad tank cars. Much of this research has been performed using detailed nonlinear finite element analyses supported by full scale impact testing. This use of detailed simulation methodologies has significantly improved the understanding of the tank impact behaviors and puncture prediction. However, the evaluations in these past studies were primarily performed for a few idealized impact scenarios. This report describes a research program to evaluate railroad tank car puncture behaviors under more general impact conditions. The approach used in this research program was to apply a tank impact and puncture prediction capability using detailed finite element analyses (FEA). The analysis methodologies apply advanced damage and failure models that were validated by a series of material tests under various loading conditions. In this study, the analyses were applied to investigate the tank puncture behaviors for a wide range of impact conditions KW - Derailments KW - Finite element method KW - Hazardous materials KW - Impact tests KW - Puncture resistance KW - Railroad safety KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/3035 UR - https://trid.trb.org/view/1246605 ER - TY - RPRT AN - 01477071 AU - Prabhakaran, Anand AU - Singh, Som P AU - Vithani, Anand R AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Prototype Design of a Collision Protection System for Cab Car Engineers PY - 2013/03//Final Report SP - 114p AB - The objective of this project was to develop and analyze a passive system to protect a cab car engineer from secondary impact injuries that might be experienced due to impact with the cab console. The primary requirement for the system was the ability to compartmentalize and limit the injury indices for a 95th percentile Anthropomorphic Test Device (ATD). A baseline cab console was modified with an airbag and a crushable knee bolster to meet this objective. A computer model of an ATD impacting the cab console was validated using results from component-level tests. The modeling results indicate that the engineer protection system is capable of meeting the performance requirements. Subsequent work is planned to build and test the proposed system. KW - Air bags KW - Anthropomorphic test device KW - Crash injuries KW - Crashworthiness KW - Finite element method KW - Injuries KW - Occupant protection devices KW - Railroad cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/3037 UR - https://trid.trb.org/view/1246607 ER - TY - RPRT AN - 01476610 AU - Golay, Leslie AU - Tuller, Mikchael AU - Walsh, Benjamin AU - Barnes-Farrell, Janet AU - Morrow, Stephanie AU - Research and Innovative Technology Administration AU - University of Connecticut, Storrs AU - Federal Railroad Administration TI - Rail Industry Job Analysis: Freight Conductor PY - 2013/03 SP - 32p AB - This document describes the results from a job analysis that was conducted for the position of Freight Conductor. Key aspects of the position were identified, including main tasks and knowledge, skills, abilities, and other characteristics (KSAOs) needed to carry out the requirements of the job successfully. The job analysis process is provided in detail, including meeting agendas, survey questionnaires, and a finalized list of job tasks and KSAOs identified by subject matter experts (SMEs). Conclusions report the specific results of the job analysis, including information from SME focus group discussions regarding demands and strains of the job. Implications for training and development are also discussed. KW - Abilities KW - Conductors (Trains) KW - Experts KW - Freight trains KW - Job analysis KW - Job skills KW - Knowledge KW - Personnel development KW - Tasks KW - Training UR - http://www.fra.dot.gov/Elib/Document/3010 UR - http://ntl.bts.gov/lib/48000/48100/48181/TR_Rail_Industry_Job_Analysis_Freight_Conductor.pdf UR - https://trid.trb.org/view/1246331 ER - TY - RPRT AN - 01491686 AU - Shu, Xinggao AU - Davis, David AU - Akhtar, Muhammad AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Next Generation Foundations for Special Trackwork – Phase I PY - 2013/02 SP - 58p AB - This report reviews the dynamic load environment and failure modes of special trackwork frog foundations. Key measurements taken under a 39,000-pound wheel load traffic at the Facility for Accelerated Service Testing were used to develop and calibrate a vehicle-track model. Parametric studies show the following: (1) for new crossings without any track differential settlement, optimal foundation stiffness and damping could lower the current wheel-rail (W-R) impact by 30 percent, (2) for worn crossings, W-R impact increases significantly with foundation stiffness and damping; and (3) W-R impact increases with track differential settlement. On the basis of the modeling results, this report proposes preliminary design and maintenance guidelines for improving crossing performances. KW - Ballast (Railroads) KW - Design KW - Dynamic loads KW - Failure KW - Frogs (Railroads) KW - Guidelines KW - Maintenance of way KW - Next Generation Train KW - Parametric analysis KW - Rolling contact KW - Special trackwork UR - http://www.fra.dot.gov/eLib/details/L04322 UR - http://www.fra.dot.gov/Elib/Document/2931 UR - https://trid.trb.org/view/1258764 ER - TY - SER AN - 01475715 JO - Research Results PB - Federal Railroad Administration AU - Morgan, Richard AU - Withers, Jared AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Positive Train Control Test Bed Interoperability Upgrades PY - 2013/02 SP - 4p AB - Transportation Technology Center, Inc. (TTCI) upgraded the Positive Train Control (PTC) Test Bed to support additional PTC testing configurations under Federal Railroad Administration (FRA) Task Order 270. The scope of work provided additional PTC Control Points (CPs), expanded the number of PTC-capable signal blocks, and upgraded existing grade crossings. The following features were added: Two PTC switch CPs and associated signaling; Six 6,000-foot (~11/8-mile) signal blocks with 4-aspect block signaling that is PTC capable; Speed protection capability of 160 mph; and Software Upgrade. KW - Interoperability KW - Modernization KW - Positive train control KW - Railroad grade crossings KW - Railroad safety KW - Railroad signals KW - Software KW - Test beds UR - http://www.fra.dot.gov/Elib/Document/2877 UR - https://trid.trb.org/view/1244642 ER - TY - SER AN - 01475686 JO - Research Results PB - Federal Railroad Administration AU - Stuart, Cameron AU - Federal Railroad Administration TI - International Concrete Crosstie and Fastening System Survey PY - 2013/02 SP - 4p AB - The International Concrete Crosstie and Fastening System Survey assesses the international railway industry’s state of practice regarding concrete crossties and fastening system design, performance, and research needs. The Rail Transportation and Engineering Center (RailTEC) at the University of Illinois at Urbana-Champaign (UIUC) conducted the six-month long survey beginning September 2011. Participants included concrete crosstie and fastener experts around the world. The survey is part of a larger research program funded by the Federal Railroad Administration (FRA) to study crosstie and fastening systems and performance trends. The research objective is to improve the design and performance of concrete crossties and fastening systems for high-speed and mixed freight passenger service in the United States. The survey results provided useful insight into the potential causes and effects of various system failures. It also shed light on the research being conducted to mitigate these failure modes. KW - Concrete ties KW - Design KW - Evaluation and assessment KW - High speed rail KW - Performance measurement KW - Rail fasteners KW - State of the practice KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/2878 UR - https://trid.trb.org/view/1244641 ER - TY - RPRT AN - 01474164 AU - Joy, Richard AU - Jones, Mary Clara AU - Otter, Duane AU - Maal, Luis AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Characterization of Railroad Bridge Service Interruptions PY - 2013/02//Technical Report SP - 74p AB - The Federal Railroad Administration contracted Transportation Technology Center, Inc., to study bridge problems that cause accidents or service interruptions and to use this information to evaluate the need to develop bridge monitoring systems. Existing monitoring systems and other mitigation techniques were also considered. An analysis examining frequency and severity of the events estimates that the annual risk exposure from bridge defects is about $98 million excluding costs of resulting train delays. The largest contributors are scour, hydraulic problems, and strikes from marine and highway traffic. Another major contributor is damage from derailed trains, fires, failed structural members, and moveable bridge problems. A risk control matrix was developed to match potential problems with existing control measures and identify areas in which additional controls may be warranted. Results suggest that 1) protection systems are more effective than monitoring; 2) bridge inspection is an effective control for many potential losses; and 3) significant opportunity exists for defects to be detected by others working on the railway. This may indicate that training for recognition of bridge defects may be a cost-effective way of reducing losses from accidents and service interruptions. Additionally, track displacement detectors, tilt monitors, and midspan displacement monitors should be considered for investigation. KW - Bridge protection systems KW - Detectors KW - Protection against environmental damage KW - Railroad bridges KW - Railroad safety KW - Risk management KW - Service disruption KW - Structural health monitoring KW - Training UR - http://www.fra.dot.gov/Elib/Document/2924 UR - https://trid.trb.org/view/1244486 ER - TY - RPRT AN - 01474163 AU - Farritor, Shane AU - Fateh, Mahmood AU - University of Nebraska, Lincoln AU - Federal Railroad Administration TI - Measurement of Vertical Track Deflection from a Moving Rail Car PY - 2013/02//Technical Report SP - 136p AB - The University of Nebraska has been conducting research sponsored by the Federal Railroad Administration’s Office of Research and Development to develop a system that measures vertical track deflection/modulus from a moving rail car. Previous work has suggested the system can find critical maintenance problems not found by other inspection methods including standard track geometry. The University of Nebraska system uses cameras and lasers to measure a portion of the track deflection basin, and this measurement is used to estimate vertical rail deflection and/or track modulus. This report presents the measurement system along with development of the theory behind the measurement to support diagnosis of track conditions. The results of significant field testing are presented, including the results of a test designed to verify the accuracy of the measurement. A Finite Element Analysis of the measurement is presented along with several variations on closed form solution analysis, based on beam on elastic foundation as well as a discrete support model for rail. The University of Nebraska system has identified several critical maintenance problems not found by other inspection methods, and all previous studies indicate that measuring track deflection provides unique and valuable insight to track conditions that can improve inspection, maintenance, and safety. Finally, some guidelines are suggested for development of thresholds to guide data interpretation and track condition assessment, but more study and tests are needed to better define threshold criteria. KW - Deflection KW - Deflection tests KW - Field tests KW - Finite element method KW - Inspection cars KW - Maintenance of way KW - Measurement KW - Modulus KW - Railroad safety KW - Railroad tracks KW - Stiffness KW - Track geometry KW - Track modulus KW - Track stiffness KW - Vertical track support UR - http://www.fra.dot.gov/Elib/Document/2933 UR - https://trid.trb.org/view/1244484 ER - TY - RPRT AN - 01474162 AU - Gertler, Judith AU - DiFiore, Amanda AU - Raslear, Thomas AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Fatigue Status of the U.S. Railroad Industry PY - 2013/02//Final Report SP - 82p AB - This report draws on the results of several prior studies, all conducted with similar methodology, to characterize the prevalence of employee fatigue in the U.S. railroad industry. Data from logbook surveys of signalmen, maintenance of way workers, dispatchers, and train and engine service employees were combined to examine the relationship between work schedules and sleep patterns. Railroaders make up for lack of sleep on workdays by sleeping longer on rest days. This strategy is used to a greater extent among by certain groups such as signalmen working four 10-hour days, first shift dispatchers, and train and engine service (T&E) workers on jobs with a fixed start time. T&E workers in passenger service with a split assignment have a shorter primary sleep period than those working straight through or working extra board assignments, but they have similar total daily sleep because they sleep during their interim release. Overall, U.S. railroad workers are more likely than U.S. working adults to get less than 7 hours of total sleep on workdays, but railroad workers average more total sleep when sleep on workdays and rest days are combined. According to the FAST software tool, the effectiveness (inverse of fatigue) for each group, based on logbook data for work and sleep, indicates that T&E workers and third shift dispatchers have the most fatigue exposure and passenger T&E workers have the least. Railroad workers in all groups had less fatigue exposure than those involved in human factors accidents. KW - Dispatchers KW - Employees KW - Fatigue (Physiological condition) KW - Hours of labor KW - Maintenance personnel KW - Railroad safety KW - Railroads KW - Shifts KW - Signalmen KW - Sleep disorders KW - Train crews KW - United States UR - http://www.fra.dot.gov/Elib/Document/2929 UR - https://trid.trb.org/view/1244481 ER - TY - RPRT AN - 01474161 AU - Shapiro, Jenna AU - Quinn, Jared AU - Barnes-Farrell, Janet L AU - University of Connecticut, Storrs AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Rail Industry Job Analysis: Passenger Conductor PY - 2013/02//Draft Final Technical Report SP - 35p AB - This document describes the results of a job analysis that was conducted for the position of railroad Passenger Conductor. Key aspects of the position were identified, including main tasks and knowledge, skills, abilities, and other characteristics (KSAOs) required to perform the job successfully. The job analysis process is described in detail, including meeting agendas, survey questionnaires, and a finalized list of job tasks and KSAOs identified by subject matter experts (SMEs). Conclusions report the specific results of the job analysis, including information from SME focus group discussions regarding demands and strains of the job. Implications for training and development are also discussed. KW - Abilities KW - Conductors (Trains) KW - Focus groups KW - Job analysis KW - Job skills KW - Knowledge KW - Railroad safety KW - Safety-sensitive positions (Transportation) KW - Task analysis UR - http://www.fra.dot.gov/Elib/Document/2930 UR - http://ntl.bts.gov/lib/48000/48100/48182/TR_Rail_Industry_Job_Analysis_Passenger_Conductor_.pdf UR - https://trid.trb.org/view/1244482 ER - TY - RPRT AN - 01474160 AU - Amanna, Ashwin AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Federal Railroad Administration TI - Railway Cognitive Radio to Enhance Safety, Security, and Performance of Positive Train Control PY - 2013/02//Final Report SP - 71p AB - Robust and interoperable wireless communications are vital to Positive Train Control (PTC). The railway industry has started adopting software-defined radios (SDRs) for packet-data transmission. SDR systems realize previously fixed components as reconfigurable software. This project developed a railway cognitive radio (Rail-CR) which implements Artificial Intelligence (AI) decisionmaking in concert with an SDR to adapt to changing wireless conditions and learn from past experience. Objectives of the project included developing a concept of operations for wireless link adaptation based on use-case scenarios for packet radio systems, designing and implementing a decisionmaking architecture on an SDR, designing strategies for radio environment observations, defining operational objectives and performance metrics, and designing and exercising a test plan to demonstrate performance under varying conditions. The decisionmaking architecture of the Rail-CR begins with observations of the wireless environment and performance metrics. The architecture enables adaptation to new situations and the capability to learn from past decisions. The Rail-CR was tested under a variety of interference conditions designed to simulate real-world experiences. Results show that a radio operating with no-cognition was unable to mitigate interference conditions causing either significantly high errors or a loss of connectivity. The Cognitive Engine (CE) successfully overcame the interference by changing configurable parameters. KW - Cognitive radio networks KW - Data communications KW - Positive train control KW - Radio equipment KW - Railroad safety KW - Software defined radio technology KW - Train operations KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2932 UR - https://trid.trb.org/view/1244483 ER - TY - RPRT AN - 01472847 AU - Fries, Robert H AU - Tunna, Lucy AU - Anankitpaiboon, Satima AU - Maal, Luis AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - 800,000-Pound Quasi-Static End Load Test of Crash Energy Management Equipped Car, Test 2 PY - 2013/02 SP - 37pp AB - This report summarizes compressive end-load Test 2 on Budd Pioneer Car 244. The quasi-static compressive end-load test at 800,000 pounds was conducted on January 19, 2011. The test vehicle has been modified to include a crash energy management system and has been assessed in full-scale tests six times previously. Test 2 results indicate Car 244 is suitable for an additional test. KW - Crash energy management KW - Equipment tests KW - Load tests KW - Prototype tests KW - Quasi-static tests KW - Railroad cars UR - http://www.fra.dot.gov/Elib/Document/2876 UR - https://trid.trb.org/view/1243417 ER - TY - RPRT AN - 01470573 AU - Yeh, Michelle AU - Raslear, Thomas AU - Multer, Jordan AU - Federal Railroad Administration TI - Understanding Driver Behavior at Grade Crossings through Signal Detection Theory PY - 2013/01 SP - 63p AB - This report uses signal detection theory (SDT) to model motorists’ strategies at grade crossings in order to understand the factors that influence such decisions and to establish a framework for evaluating the impact of proposed countermeasures. This report is intended to update and expand the original analysis conducted by Raslear (1996), which examined the effectiveness of grade crossing warning devices and determined whether their effectiveness was due to variations in the signal-to-noise ratio (sensitivity), bias to stop, or a combination of these two components of signal detection theory. This report documents the results of four empirical and theoretical tests of the SDT model to understand how different warning devices and countermeasures influenced drivers’ decisions at grade crossings in the 21 years from 1986 (as reported by Raslear) to 2007 (the most current year available when this effort began). In the first analysis, the authors compare accident data from 2007 with that from 1986 and describe the necessary adjustments to their assumptions in setting up the model. In the second analysis, the authors apply this revised framework to a more detailed historical analysis of driver at grade crossings. The third analysis describes the authors' test of the robustness of the SDT model and their application of SDT to predict the effect of proposed countermeasures and safety factors. The fourth analysis was based on a theoretical model to test the predictive abilities of the SDT framework through performance by an ideal observer. While the previous analyses examine the empirical changes in sensitivity and bias over time and with changes in the grade crossing environment, the analysis of the ideal observer posits theoretical mechanisms for those changes and compares theoretical outcomes with actual outcomes. KW - Behavior KW - Compliance KW - Crash data KW - Decision making KW - Detection and identification systems KW - Drivers KW - Mathematical models KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic control devices KW - Signal detection theory UR - http://www.fra.dot.gov/Elib/Document/2797 UR - http://ntl.bts.gov/lib/46000/46700/46744/TR_Understanding_Driver_Behavior_Grade_Crossing_Signal_Detection_Theory.pdf UR - https://trid.trb.org/view/1238496 ER - TY - RPRT AN - 01523210 AU - Deborja, David AU - Booz Allen Hamilton AU - Federal Railroad Administration TI - 2013 Compilation of State Laws and Regulations Affecting Highway-Rail Grade Crossings PY - 2013 SP - 636p AB - The Federal Railroad Administration (FRA) has identified roughly 250,5231 public and private highway-rail grade crossings in the United States. Most aspects of jurisdiction over highway-rail grade crossings reside with the States. Within some States, responsibility is divided between several public agencies. In other states, jurisdiction over highway-rail grade crossings is assigned to a regulatory agency such as the public utility commission, public service commission, or state corporation commission. Still other states divide the authority among public administrative agencies of the state, county, city, and town having jurisdiction and responsibility for their respective highway systems. State and local law enforcement agencies are responsible for the enforcement of traffic laws at highway-rail grade crossings. In a number of cases, local governments are responsible for certain operational matters related to crossings and this is accomplished through various ordinances. This Sixth Edition is intended to provide an up-to-date look at the various state laws and regulations concerning the regulation of highway-rail grade crossings and driver behavior at those crossings. Laws and regulations of the 50 states and the District of Columbia that address highway-rail grade crossings have been compiled into one document. Each chapter presents a different highway-rail grade crossing subject area and contains an introductory overview of the subject area. Moreover, unlike the Fifth Edition, excerpts from the laws of each individual state and the District of Columbia relative to the subject matter are presented, in order to serve as a practical tool for legislators, policymakers, and lawyers. In addition, each subject area is addressed from a practical orientation. Therefore, while there are some laws that deal with multiple subject areas, excerpts of applicable statutes have been published in the most relevant sections. The Sixth Edition also marks with an asterisk (*) statutes that have been added since the 2009 publication of the Fifth Edition. Chapters are as follows: Chapter 1: Crossing Consolidations and Closures; Chapter 2: Crossing Treatment Procedures; Chapter 3: Blocked Crossings; Chapter 4: Warning Devices – Passive; Chapter 5: Warning Devices – Train Borne; Chapter 6: Warning Devices – Active; Chapter 7: Slow, Low, and Special Vehicles; Chapter 8: Driver Action; Chapter 9: Trespassing; Chapter 10: Vandalism; Chapter 11: Private Crossings; Chapter 12: Vegetation Clearance; and Chapter 13: Photographic Monitoring and Enforcement. KW - Behavior KW - Drivers KW - Law enforcement KW - Monitoring KW - Railroad grade crossings KW - Railroad safety KW - Regulations KW - State laws KW - Trespassers KW - Vandalism KW - Vegetation control KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/3622 UR - https://trid.trb.org/view/1304999 ER - TY - RPRT AN - 01510913 AU - United States Federal Railroad Administration TI - Chicago to Council Bluffs-Omaha regional passenger rail system planning study : tier 1 service level : final environmental impact statement PY - 2013///29 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1295237 ER - TY - RPRT AN - 01507886 AU - United States Federal Railroad Administration TI - Tupelo railroad relocation planning & environmental study : final environmental impact statement PY - 2013///21 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1292210 ER - TY - CONF AN - 01496665 AU - Alexy, J Karl AU - Jeong, David Y AU - Gonzalez, Francisco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Monte Carlo Study of Holding Forces for Tank Cars on Grades PY - 2013 SP - 9p AB - This paper describes a numerical procedure to examine the holding forces needed to secure a cut of railroad tank cars staged on a grade during loading and unloading operations. Holding forces are created by applying emergency brake systems and blocking (or chocking) wheels. Moreover, the holding force to secure the cut of cars must be greater than or equal to the gravitational component of force acting on the cars that is parallel to the grade. Engineering statics are applied to examine the forces acting on the individual cars resting on an inclined plane. An equation to calculate holding force is developed that includes two types of factors: constants (i.e. nonrandom or deterministic factors) and probabilistic variables (i.e. factors with inherent uncertainty or randomness). The numerical procedure applies Monte Carlo simulation techniques to study the uncertainties in the engineering analysis. The Monte Carlo approach is well suited to study the uncertainties and inherent variability associated with some of these factors. The factors assumed to be deterministic in this procedure are: steepness of the grade, total number of cars on the grade, number of cars with hand brakes applied, number of chocked wheels, and weight of the tank cars. The factors treated as random variables are: tension in the hand brake chain, mechanical efficiency in the linkages of the brake system, coefficient of friction between the brake pad and the wheel, and the coefficient of friction between the chocks and the rail. Probability distributions are assumed for each of the random variables. In addition, a probabilistic sensitivity analysis is conducted to examine the relative effect of the random variables on the reliability of the braking system to secure the cut of tank cars on a grade. U1 - 2013 Joint Rail ConferenceASMEIEEEASCEKnoxville,TN StartDate:20130415 EndDate:20130418 Sponsors:ASME, IEEE, ASCE KW - Blocking KW - Emergency brakes KW - Hazardous materials KW - Loading and unloading KW - Monte Carlo method KW - Railroad cars KW - Sensitivity analysis KW - Tank cars UR - http://ntl.bts.gov/lib/47000/47800/47846/JRC2013-2563.pdf UR - https://trid.trb.org/view/1264934 ER - TY - ABST AN - 01547336 TI - NCRRP Strategic Plan/Research Agenda AB - The National Cooperative Rail Research Program (NCRRP) was authorized as part of the Passenger Rail Investment and Improvement Act of 2008 (PL 100-432, Division B, § 306), to conduct applied research on a broad array of problems important to freight, intercity and commuter rail practitioners. The primary goal is to implement a research program that improves industry response to common operating problems, while enhancing the rail industry's ability to identify and appropriate innovations and new technologies from other industries. As part of this effort, there is a need for an effective Strategic Plan that identifies key problems shared by freight, intercity, and commuter rail operating agencies in the area of shared, compatible, and complementary rail service: intercity passenger rail, both regional and high speed; commuter rail; and freight. The Plan will be used both as an informational tool to describe the issues, and as a resource document to determine which research topics not currently being addressed adequately by existing federal research programs should be conducted through NCRRP. Subject areas include technical activities in design, construction, maintenance, operations, safety, security, policy, planning, human resources, and administration, which should be consistent with advancing U.S. Department of Transportation goals contained in its Strategic Plan. KW - Design KW - Freight traffic KW - Intercity transportation KW - Maintenance of way KW - Railroad commuter service KW - Safety KW - Strategic planning KW - Transit operating agencies UR - http://apps.trb.org/cmsfeed/TRBNetProjectDisplay.asp?ProjectID=3490 UR - https://trid.trb.org/view/1334509 ER - TY - RPRT AN - 01491706 AU - Peck, Steven M AU - Bousquet, Paul E AU - Federal Railroad Administration AU - Research and Innovative Technology Administration TI - Highway-Rail Intersection GPS-Based In-Vehicle Warning Systems—Literature Review and Recommendations PY - 2012/12 SP - 33p AB - In 2008, there were 2,395 incidents at highway-rail intersections (level crossings) in the United States, resulting in 939 injuries and 287 fatalities. Crossing elimination, grade separation, and the implementation of traditional warning devices are not always economic ally feasible. The development of new intelligent transportation systems and the advancement of such technologies could potentially provide a solution to enhance safety at these intersections. The concept of in-vehicle warning systems for level crossings is not new. Multiple systems have been developed and tested using proprietary equipment and technology in the 1990s as evidenced by the former Federal Highway Administration Joint Program Office (JPO). The Réseau Ferré de France (French Rail Network) and the Valtion Teknillinen Tutkimuskeskus (VTT Technical Research Centre of Finland) have independently initiated in-vehicle level crossing warning system development programs. The system architectures vary from previously U.S.-developed systems and u s e advanced and cost-effective technologies. At varying stages of development, the two in-vehicle warning system designs address many of the shortcomings of previous generation systems and show great promise at meeting the design goals of being a cost-effective, reliable warning system. They also have the potential for additional capabilities and easy integration into other roadway vehicle intelligent transportation safety systems being developed in both the United States and internationally. The advancement of commercially available technology and equipment create the environment for the development and deployment of a viable global-positioning system-based in-vehicle warning system for highway-rail intersections. KW - Audible warning devices in vehicles KW - Finland KW - France KW - Global Positioning System KW - Intelligent transportation systems KW - Literature reviews KW - Railroad grade crossings KW - Railroad safety UR - http://ntl.bts.gov/lib/46000/46700/46718/DOT-VNTSC-FRA-10-06.pdf UR - https://trid.trb.org/view/1246592 ER - TY - SER AN - 01470574 JO - Research Results PB - Federal Railroad Administration AU - Sundaram, Narayana AU - Sperry, Brian AU - Federal Railroad Administration AU - ENSCO, Inc. TI - Portable Track Loading Fixture Improvement PY - 2012/12 SP - 4p AB - The portable track loading fixture (PTLF) has been used in the field as a nondestructive means of testing track strength, as per the Federal Railroad Administration’s (FRA) Track Safety Standards (TSS) 49 CFR §213.110 (m). The PTLF operates by placing a 4,000-pound-force (lbf) lateral load as close to the shear center of the rails as possible, while the deflection at the gage point is measured. Gage is measured as the lateral distance between the 5/8” points on the two rails below a plane formed by the top of the rails. If measurement is conducted at the web of the rails, it is known as web gage. Although it is widely accepted that rail deflection caused by the PTLF loading has a strong correlation with track strength, repeatability of measurements has been a concern. It has been observed that some locations, which exceed the displacement criteria on initial loadings, are within the limits on subsequent loadings. As a result of these variations, the reliability of the PTLF test has been questioned in the past. Through repeated testing, it has been determined that variability in rail deflection is largely because of “set of the rail” or the difference between the initial unloaded gage and the unloaded gage following a load application and release. Upon unloading, as a result of friction in the ties and tie plates, the rail does not return to its initial position. During testing, the rail set was observed to lead to significant cycle-to-cycle variability in head gage deflection. It has been found that recent track excitation can have a significant impact on the rail set during a PTLF test. These excitations can be caused by external loadings such as trains or hi-rail vehicles passing the location or internal forces caused by factors such as temperature. It is believed that continued vibrations after a train passes a given location, allow the rails to overcome the friction, leaving them in a position of optimal set, whereas other forms of excitation result in more set. This means that recent excitation of the track can change the initial conditions for the PTLF test. With the exact initial conditions for the PTLF test unknown, variability is introduced into the measurements. KW - Gage (Rails) KW - Load tests KW - Maintenance of way KW - Measurement KW - Portable equipment KW - Railroad tracks KW - Reliability KW - Strength of materials KW - Variability UR - http://www.fra.dot.gov/Elib/Document/2709 UR - https://trid.trb.org/view/1238507 ER - TY - SER AN - 01470572 JO - Research Results PB - Federal Railroad Administration AU - Al-Nazer, Leith AU - Sivathanu, Yudaya TI - In-Motion, Non-Contact Rail Temperature Measurement Sensor PY - 2012/12 SP - 4p AB - Preventing track buckling incidents (Figure 1) is important to the railroad industry. Track materials, rail steel, for example, experience thermal expansion, which refers to the increase in a material’s volume as its temperature rises. Thermal expansion can affect the stability of the railroad track structure by causing a longitudinal force to develop along the rail. If this force becomes too great, and lateral restraint from the rail fasteners and ballast is weak, a track buckle can occur. It is common practice for railroads to impose localized or territory-specific slow orders on days with high ambient temperatures since the risk of track buckling is potentially greater on those days. Numerous factors affect track buckling, but the instantaneous rail temperature (the rail temperature at any given time) and stress-free rail temperature (the temperature at which the rail has no stress, also known as the neutral rail temperature) are two of the most important. Unfortunately, neither of these two temperatures is easily obtainable. Therefore, decisions to impose slow orders are often based on a relatively arbitrary, ambient temperature limit. To help solve the problem of measuring instantaneous rail temperature, the Federal Railroad Administration (FRA) Office of Research and Development, through the Small Business and Innovative Research (SBIR) program, has funded the development of a Non-Contact Rail Temperature Measurement sensor (herein referred to as the NCRTM sensor) for installation on a moving railcar. Research and development of the NCRTM sensor occurred between 2009 and 2012 under Phase 1 and Phase 2 SBIR contracts. The first field test of the NCRTM sensor was performed in the summer of 2011. A second field test was conducted in the summer of 2012 using FRA’s R-4 hi-rail research platform. During this field test, data was also collected from thermocouples to serve as a “ground truth” check, as well as from two commercial non-contact sensors that provided a minimum baseline performance standard for the NCRTM sensor. Initial results from the field test showed good correlation between the thermocouple and NCRTM data. Installation and in-service testing on a full-size railcar are currently being planned. KW - Buckling KW - Field tests KW - Inspection cars KW - Non-contact measurement systems KW - Rail (Railroads) KW - Railroad tracks KW - Temperature measurement KW - Temperature sensors UR - http://www.fra.dot.gov/Elib/Document/2713 UR - https://trid.trb.org/view/1238506 ER - TY - SER AN - 01470570 JO - Research Results PB - Federal Railroad Administration AU - Withers, Jared AU - Federal Railroad Administration TI - Rail-CR: Railroad Cognitive Radio PY - 2012/12 SP - 4p AB - Robust, reliable, and interoperable wireless communication devices or technologies are vital to the success of positive train control (PTC) systems. Accordingly, the railway industry has started adopting software-defined radios (SDRs) for packet-data transmission. SDR systems realize previously fixed components as reconfigurable software. Recognizing the potential uses of SDRs for PTC systems, this project developed a railway cognitive radio (Rail-CR) that implements artificial intelligence decision making capability in concert with an SDR to adapt to changing wireless conditions and learn from past experience. Objectives of the project included: developing a concept of operations for wireless data communication link adaptation based on use-case scenarios for packet radio systems; designing and implementing decision making architecture on an SDR; designing strategies for radio environment observations; defining operational objectives and performance metrics; and designing and exercising a test plan to demonstrate performance under varying conditions. The decision making architecture of the Rail-CR begins with observations of the wireless operating environment and performance metrics. An event, such as an increase in ambient noise or a jamming signal that degrades performance, defines when the cognitive engines (CEs) engage. The architecture enables adaptation to new situations and the capability to learn from past decisions. The Rail-CR was tested under a variety of interference conditions designed to simulate real-world experiences. Each test case compared the SDR with no cognition to cognitive operations. Results show that a radio operating with no cognition was unable to mitigate interference conditions causing either significantly high errors or a loss of connectivity. By changing SDR parameters, the CE was able to successfully address these issues. KW - Artificial intelligence KW - Cognitive radio networks KW - Decision making KW - Positive train control KW - Radio KW - Railroads KW - Software KW - Software defined radio technology KW - Transceivers KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2708 UR - https://trid.trb.org/view/1238508 ER - TY - SER AN - 01470569 JO - Research Results PB - Federal Railroad Administration AU - Al-Nazer, Leith AU - Borgovini, Robert J AU - Federal Railroad Administration AU - dFuzion, Inc. TI - Development of an Ultra-Portable Ride Quality Meter PY - 2012/12 SP - 4p AB - The Federal Railroad Administration (FRA)’s Office of Research and Development has funded the development of an ultra-portable ride quality meter (UPRQM) under the Small Business and Innovative Research (SBIR) program. Track inspectors can use the UPRQM to locate segments of track that may have safety defects such as irregular track geometry or poor vertical support. In addition, the UPRQM can be used by researchers studying rail vehicle dynamics and vehicle-track interaction issues. The UPRQM runs on a standard laptop or tablet and has an intuitive user interface that consists of vertical, lateral, and longitudinal acceleration strip charts, a list of exception locations, and a Geographic Information System (GIS) display. These features allow the user to pinpoint his/her location on the track, as well as the location of nearby grade crossings, bridges, and track distance markers. Additional software features include data analysis tools that can be used by researchers investigating rail vehicle dynamics. Ride comfort and health exposure analyses based on the International Organization for Standardization (ISO) 2631, “Mechanical vibration and shock – Evaluation of human exposure to whole-body vibration,” can also be performed. The hardware is ultra-portable and consists of a compact GPS unit, as well as a compact tri-axis accelerometer unit, both of which are connected to the user’s laptop via a USB or wireless connection. The UPRQM has been beta-tested by FRA inspectors in the field, as well as by researchers at the John A. Volpe National Transportation Systems Center. Feedback from these end users has helped shape the features and functionality of the UPRQM. KW - Acceleration (Mechanics) KW - Global Positioning System KW - Inspection KW - Maintenance of way KW - Measuring instruments KW - Passenger comfort KW - Portable equipment KW - Railroad safety KW - Railroad tracks KW - Ride quality UR - http://www.fra.dot.gov/Elib/Document/2714 UR - https://trid.trb.org/view/1238505 ER - TY - RPRT AN - 01470566 AU - Ngamdung, Tashi AU - daSilva, Marco AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Driver Behavior Analysis at Highway-Rail Grade Crossings using Field Operational Test Data – Heavy Trucks PY - 2012/12 SP - 51p AB - The United States Department of Transportation’s (U.S. DOT) Research and Innovative Technology Administration’s (RITA) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of the U.S. DOT Federal Railroad Administration (FRA) Office of Research and Development (R&D), conducted a research study focused on collecting and analyzing data related to driver characteristics at or on approach to highway-rail grade crossings. Volpe Center reviewed and coded 3,171 grade crossing events involving heavy vehicle drivers collected during a recent field operational test of vehicle safety systems. The data collected for each grade crossing included data about drivers’ activities, driver and vehicle performance, driving environment, and vehicle location at or on approach to highway-rail grade crossings. One of the findings of the data analysis was that, on average, drivers were likely to engage in secondary tasks, an indicator of distraction, about 21 percent of the time while traversing a highway-rail grade crossing. Additionally, results showed that drivers failed to look either left or right on approach to passive grade crossings about 41 percent of the time. The ultimate objective of the research is to provide the basic driver behavior research needed to identify potential driver education/awareness strategies that would best mitigate risky driver behavior at grade crossings. KW - Behavior KW - Distraction KW - Driver education KW - Drivers KW - Field studies KW - Heavy vehicles KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Risk taking KW - Video data KW - Videotapes UR - http://www.fra.dot.gov/Elib/Document/2721 UR - http://ntl.bts.gov/lib/46000/46600/46647/DOT-VNTSC-FRA-12-01.pdf UR - https://trid.trb.org/view/1238498 ER - TY - SER AN - 01470565 JO - Research Results PB - Federal Railroad Administration AU - Al-Nazer, Leith AU - Welander, Lucas AU - Federal Railroad Administration AU - Association of American Railroads TI - Rail Flaw Sizing Using Conventional and Phased Array Ultrasonic Testing PY - 2012/12 SP - 4p AB - An approach to detecting and characterizing internal defects in rail through the use of phased array ultrasonic testing has shown the potential to reduce the risk of missed defects and improve transverse defect characterization. Transportation Technology Center, Inc. (TTCI) conducted research and data collection on rail flaw sizing and master gauge development using conventional and phased array ultrasonic testing techniques. This Federal Railroad Administration (FRA) research effort addresses both safety and reliability through the development of the Rail Flaw Library of Associated Defects (RF-LOAD) (Figure 1), which provides a test bed for performing probability of detection (POD) studies on commercially available nondestructive evaluation (NDE) systems, as well as NDE systems that are under development. The continued development of the RF-LOAD has also provided the means to quantify the performance of NDE inspection methods and techniques for rail flaw detection and characterization. Faced with the challenge of improving rail inspection methods and techniques, TTCI invited railroads, rail inspection suppliers, and phased array manufacturers to participate in ultrasonic defect detection and sizing evaluations. The evaluations used both conventional and phased array ultrasonic testing techniques. The RF-LOAD consists of known defects and flaw orientation that can be used for ultrasonic characterization. Phased array applications allow for multiple phase angles to be implemented during a single scan using one transducer, thereby providing the inspector with more information regarding size and orientation of defects. This research focused on the development of rail segments with manufactured, artificial defects (herein referred to as master gauges), collecting field defects, and baseline quantification of rail flaw sizing using conventional and phased array ultrasonic testing approaches. Future phases will involve expansion of the RF-LOAD to include different orientation of defects and data analysis utilizing new developments in ultrasonic testing techniques. The performance of improved rail inspection techniques, such as the phased array method, can be quantified and documented using the information gathered thus far through RF-LOAD master gauge development. Over time, implementation of these improved field inspection techniques will increase safety and decrease rail flaw service failures by reducing missed defects and limiting the number of false alarms. KW - Defects KW - Flaw detection KW - Inspection KW - Maintenance of way KW - Rail (Railroads) KW - Railroad safety KW - Sizing apparatus KW - Ultrasonic tests UR - http://www.fra.dot.gov/Elib/Document/2715 UR - https://trid.trb.org/view/1238504 ER - TY - RPRT AN - 01470564 AU - Peck, Steven M AU - Bousquet, Paul E AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Highway-Rail Intersection Intelligent Transportation Systems Global Positioning Systems- Literature Review and Recommendations PY - 2012/12 SP - 33p AB - In 2008, there were 2,395 incidents at highway-rail intersections (level crossings) in the United States, resulting in 939 injuries and 287 fatalities. Crossing elimination, grade separation, and the implementation of traditional warning devices are not always economically feasible. The development of new intelligent transportation systems and the advancement of such technologies could potentially provide a solution to enhance safety at these intersections. The concept of in-vehicle warning systems for level crossings is not new. Multiple systems have been developed and tested using proprietary equipment and technology in the 1990s as evidenced by the former Federal Highway Administration Joint Program Office (JPO). The Réseau Ferré de France (French Rail Network) and the Valtion Teknillinen Tutkimuskeskus (VTT Technical Research Centre of Finland) have independently initiated in-vehicle level crossing warning system development programs. The system architectures vary from previously U.S.-developed systems and use advanced and cost-effective technologies. At varying stages of development, the two in-vehicle warning system designs address many of the shortcomings of previous generation systems and show great promise at meeting the design goals of being a cost-effective, reliable warning system. They also have the potential for additional capabilities and easy integration into other roadway vehicle intelligent transportation safety systems being developed in both the United States and internationally. The advancement of commercially available technology and equipment create the environment for the development and deployment of a viable global-positioning system-based in-vehicle warning system for highway-rail intersections. KW - Audible warning devices in vehicles KW - Automobile navigation systems KW - Finland KW - France KW - Global Positioning System KW - Integrated systems KW - Intelligent transportation systems KW - Literature reviews KW - Railroad grade crossings KW - Railroad safety KW - System architecture UR - http://www.fra.dot.gov/Elib/Document/2784 UR - http://ntl.bts.gov/lib/46000/46700/46718/DOT-VNTSC-FRA-10-06.pdf UR - https://trid.trb.org/view/1238497 ER - TY - RPRT AN - 01470562 AU - Hilleary, Thomas N AU - Omar, Tarek AU - ByStep, LLC AU - Federal Railroad Administration TI - A Radar Vehicle Detection System for Four-Quadrant Gate Warning Systems and Blocked Crossing Detection PY - 2012/12 SP - 68p AB - The Wavetronix Matrix Radar was adapted for use at four-quadrant gate railroad crossings for the purpose of influencing exit gate behavior upon the detection of vehicles, as an alternative to buried inductive loops. Two radar devices were utilized, operating collaboratively, in order to realize a fully redundant system. Performance variables including vehicle size and location, vehicle occlusion, and radar positioning were evaluated, along with sensitivity to rain, snow, and other environmental conditions. Recommendations for utilization of the radars in conjunction with popular crossing warning system controllers are provided. Also included is a means for detecting vehicles that are stopped, stored, or deliberately placed in the crossing island, and rapidly communicating that information across cellular, positive train control (PTC), incremental train control system (ITCS), and advanced civil speed enforcement system (ACSES), and other data networks. KW - Four quadrant gates KW - Gates KW - Grade crossing protection systems KW - Microwave detectors KW - Proximity detectors KW - Radar devices KW - Railroad grade crossings KW - Vehicle detectors UR - http://www.fra.dot.gov/Elib/Document/2799 UR - https://trid.trb.org/view/1238495 ER - TY - RPRT AN - 01455264 AU - Department of Transportation AU - Federal Railroad Administration TI - FRA's Requirements for High Speed Rail Stakeholder Agreements Mitigated Risk, But Delayed Some Projects' Benefits PY - 2012/11/01 SP - 18p AB - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) directed the Federal Railroad Administration (FRA) to establish a grant program to fund various types of intercity passenger rail improvements. Four months after PRIIA’s enactment, the American Recovery and Reinvestment Act of 2009 (ARRA) appropriated $8 billion to FRA to develop and implement a high-speed intercity passenger rail (HSIPR) grant program. FRA awarded the majority of the $8 billion in ARRA funds to two types of HSIPR projects: short-term, “ready-to-go” projects—almost ready for construction—and long-term, corridor development projects. ARRA established aggressive timelines for FRA’s obligations and grantees’ expenditures for both types of projects. Pursuant to PRIIA and ARRA, FRA issued interim guidance (Guidance) that details HSIPR project application requirements and communicates deadlines by which FRA must obligate and disburse ARRA funds to HSIPR projects. Based on PRIIA’s requirements, the Guidance specifies terms upon which stakeholders must reach written agreement before FRA will disburse funds. These terms are related to three primary areas—service outcomes, maintenance, and construction. The U.S. Department of Transportation Office of Inspector General (OIG) is reviewing FRA’s overall administration of the HSIPR Program. In this audit, OIG assessed (1) FRA’s development of stakeholder agreement requirements for long-term, corridor projects, and (2) the effects that the requirements’ development had on short-term, ready-to-go projects. FRA took an important step to mitigate risk by requiring Stakeholder service outcome agreements (SOA) for long-term HSIPR projects before fund obligation. However, the lack of clear FRA guidance on structuring the agreements has required the Agency to be more involved in negotiating them, resulting in a more challenging and time consuming process. FRA’s focus on assisting in negotiations for long-term projects delayed the economic recovery benefits that short-term projects were intended to stimulate. Despite its own deadline of September 30, 2010 to complete short-term project obligations, FRA did not actually begin these obligations until September 2010, and by the end of March 2011, had completed few of its planned obligations. This delay in obligations in turn deferred the short-term projects’ economic benefits. KW - Administration KW - Agreements KW - American Recovery and Reinvestment Act of 2009 KW - High speed rail KW - Intercity transportation KW - Passenger Rail Investment and Improvement Act of 2008 KW - Passenger transportation KW - Railroad transportation KW - Risk management KW - Scheduling KW - Stakeholders UR - http://www.oig.dot.gov/sites/dot/files/HSIPR%20Access%20Agreements%5E11-1-12.pdf UR - https://trid.trb.org/view/1223570 ER - TY - RPRT AN - 01470571 AU - daSilva, Marco P AU - Baron, William AU - Carroll, Anya A AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Highway Rail-Grade Crossing Safety Research: Railroad Infrastructure Trespassing Detection Systems Research in Pittsford, New York PY - 2012/11 SP - 43p AB - The U.S. Department of Transportation’s Volpe National Transportation Systems Center, under the direction of the Federal Railroad Administration, conducted a 3-year demonstration of an automated prototype railroad infrastructure security system on a railroad bridge. Specifically, this commercial-off-the-shelf technology system was installed at a bridge in Pittsford, New York, where trespassing is commonplace and fatalities have occurred. This video-based trespass monitoring and deterrent system had the capability of detecting trespass events when an intrusion on the railroad right-of-way (ROW) occurred. The interactive system comprised video cameras, motion detectors, infrared illuminators, speakers, and central processing units. Once a trespass event occurred, the in-situ system sent audible and visual signals to the monitoring workstation at the local security company where an attendant validated the alarm by viewing the live images from the scene. The attendant then issued a real-time warning to the trespasser(s) via pole-mounted speakers near the bridge, called the local police, and then the railroad police, if necessary. All alarm images were stored on a wayside computer for evaluation. The system was installed in August 2001 and evaluated over a 3-year period ending in August 2004. This paper describes the results of this research endeavor. Topics addressed include the project location, system technology and operation, system costs, results, potential benefits, and lessons learned. The results indicate this interactive system can serve as a model for railroad infrastructure security system for other railroad ROW or bridges deemed prone to intrusion. KW - Central processing units (Computers) KW - Detection and identification systems KW - Deterrents KW - Erie Canal KW - Field studies KW - Infrared detectors KW - Monitoring KW - Motion detectors KW - Off-the-shelf KW - Pittsford (New York) KW - Railroad bridges KW - Railroad grade crossings KW - Railroad safety KW - Trespassers KW - Video cameras UR - http://www.fra.dot.gov/Elib/Document/2551 UR - https://trid.trb.org/view/1238509 ER - TY - RPRT AN - 01470567 AU - Zuschlag, Michael K AU - Ranney, Joyce M AU - Coplen, Michael K AU - Harnar, Michael A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Transformation of Safety Culture on the San Antonio Service Unit of Union Pacific Railroad PY - 2012/10 SP - 211p AB - The Federal Railroad Administration conducted a pilot demonstration of Clear Signal for Action (CSA), a risk reduction process that combines peer-to-peer feedback, continuous improvement, and safety leadership development. An independent formative and summative evaluation of the pilot using qualitative and quantitative measures found that CSA can be implemented on the railroad despite the historical mistrust between labor and management. It is helpful if the site for CSA is open to change and local and external leadership support the process. Over two years, the site with the CSA process experienced improved labor-management relations and an approximately 80 percent decrease in at-risk behaviors. The CSA process was associated with a 79 percent decrease in engineer decertification rates, and an 81 percent decrease in the rate of derailments and other incidents. Comparison locations showed no decreases on these safety measures. Sustaining CSA at a site depends on ongoing cooperation between labor and management to effectively resolve sensitive issues related to the CSA implementation, both protecting the integrity of the worker’s process and addressing management concerns. The experience of demonstration suggests that CSA can be effective in promoting a transformation in the broader organization toward more proactive, nondisciplinary approaches to safety. KW - Labor relations KW - Leadership KW - Organizational effectiveness KW - Railroad safety KW - Risk management KW - Risk taking KW - Safety programs KW - San Antonio (Texas) KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/2711 UR - http://ntl.bts.gov/lib/46000/46300/46361/DOT-VNTSC-FRA-12-07.pdf UR - https://trid.trb.org/view/1238510 ER - TY - RPRT AN - 01470563 AU - Schweitzer, Helmut L AU - Southern California Regional Rail Authority AU - Federal Railroad Administration TI - Methodology for Initial Assessment of Spectrum Requirements and Required Numbers of Base Stations in a Multi-railroad, Dense Traffic Area PY - 2012/09/10/Version No 1.0 SP - 33p AB - This report is intended to provide a methodology for performing an initial assessment of spectrum requirements related to deployment of a 220 MHz RF network for handling of Positive Train Control (PTC) messaging in a multi-railroad, dense traffic area. It also identifies how to determine the number of radio base stations required to support the projected messaging load in a territory. KW - Base stations KW - Communication systems KW - Electromagnetic spectrum KW - Positive train control KW - Radio frequency KW - Railroads KW - Traffic density UR - http://www.fra.dot.gov/Elib/Document/2220 UR - https://trid.trb.org/view/1238512 ER - TY - RPRT AN - 01470568 AU - Hanson, Carl E AU - Ross, Jason C AU - Towers, David A AU - Federal Railroad Administration AU - Harris Miller Miller and Hanson, Incorporated TI - High-Speed Ground Transportation Noise and Vibration Impact Assessment PY - 2012/09//Final Report SP - 248p AB - This report is the second edition of a guidance manual originally issued in 2005, which presents procedures for predicting and assessing noise and vibration impacts of high-speed ground transportation projects. Projects involving high-speed trains using traditional steel-wheel on steel-rail technology as well as magnetically levitated (maglev) systems are included. Procedures for assessing noise and vibration impacts are provided for different stages of project development, from early planning through preliminary engineering and final design. For both noise and vibration, three levels of analysis are described including a preliminary impact screening, a general assessment and a detailed analysis. This updated guidance contains models for predicting high-speed train noise and vibration as well as criteria for assessing the magnitude of potential impacts. A range of mitigation measures are described for dealing with adverse noise and vibration impacts. There is a discussion of noise and vibration during the construction stage and also a discussion of how the technical information should be presented in the Federal Railroad Administration’s environmental documents. This guidance will be of interest not only to technical specialists who conduct the analyses but also to project sponsors, Federal agency reviewers, and members of the general public who may be affected by the projects. KW - Environmental impact analysis KW - Evaluation and assessment KW - High speed rail KW - Noise control KW - Noise sources KW - Vibration control UR - http://www.fra.dot.gov/Elib/Document/2680 UR - https://trid.trb.org/view/1238511 ER - TY - RPRT AN - 01507018 AU - United States Federal Railroad Administration TI - Richmond/Hampton Roads passenger rail project : environmental impact statement PY - 2012/08//Volumes held: Draft(2v), F KW - Environmental impact statements KW - Virginia UR - https://trid.trb.org/view/1291342 ER - TY - SER AN - 01455172 JO - Research Results PB - Federal Railroad Administration AU - Ranney, Joyce AU - Raslear, Thomas AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Senior Cross-Functional Support - Essential for Implementing Corrective Actions at C³RS Sites PY - 2012/08 IS - RR 12-09 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Railroad Policy and Development believes that, in addition to process and technology innovations, human factors-based solutions can make a significant contribution to improving safety in the railroad industry. This led FRA to implement the Confidential Close-Call Reporting System (C³RS), which includes voluntary confidential reporting of near-miss events and root-cause-analysis problem solving by a team composed of labor, management, and FRA; implementation of corrective actions; tracking the results of change; and reporting of the results of change to employees. FRA is also sponsoring a rigorous evaluation of three important aspects of C³RS functioning: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS over time? This report is part of a series of Research Results published to provide the public with the evaluation’s findings. Two sets of findings are presented. The first set, the baseline of C³RS at one demonstration site, was obtained using two data sources: worker, manager, and other stakeholder interviews; and railroad newsletters. The second set of findings uses interviews conducted at the first three demonstration sites. KW - Close calls KW - Confidential incident reporting KW - Employee participation KW - Evaluation KW - Human factors KW - Implementation KW - Interviews KW - Near miss collisions (Ground transportation) KW - Railroad safety KW - Root cause analysis KW - Senior managers UR - http://www.fra.dot.gov/Elib/Document/595 UR - https://trid.trb.org/view/1223448 ER - TY - SER AN - 01455168 JO - Research Results PB - Federal Railroad Administration AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - 2012 ROW Fatality & Trespass Prevention Workshop PY - 2012/08 IS - RR 12-14 SP - 4p AB - Trespassing along railroad and transit rights-of-way (ROW) is the leading cause of rail-related deaths in America. Nationally, more than 550 trespass fatalities and nearly as many injuries occur each year. The vast majority of these incidents are preventable. In general, most trespassers are pedestrians who use railroad tracks as a shortcut. The goal of this workshop was to share existing industry leading practices and explore new strategies that the rail industry could pursue to reduce the number of ROW trespasser incidents and fatalities. The Federal Railroad Administration and Federal Transit Administration anticipate that the results of this workshop will be used by U.S. Department of Transportation modal administrations and their stakeholders to enhance safety on the nation’s rail transportation network. KW - Best practices KW - Fatalities KW - Pedestrians KW - Prevention KW - Railroad crashes KW - Railroad safety KW - Railroads KW - Right of way (Land) KW - Trespassers KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/2204 UR - https://trid.trb.org/view/1223447 ER - TY - RPRT AN - 01454386 AU - Horton, Suzanne M AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Use of Traffic Channelization Devices at Highway-Rail Grade Crossings PY - 2012/08//Technical Report SP - 27p AB - Traffic channelization devices have found new application at highway-rail grade crossings with active warning devices. Numerous studies conducted at locations where they have been installed show positive changes in unsafe driver behavior as a result of the treatments. When meeting certain requirements, traffic channelization devices and median barriers are an approved supplemental safety measure for the establishment of quiet zones. Traffic channelization devices are low cost and this makes them an attractive option for improving safety at highway-rail grade crossings. KW - Design KW - Highway safety KW - Median barriers KW - Railroad grade crossings KW - Railroad safety KW - Traffic channelization KW - Traffic control devices UR - http://www.fra.dot.gov/Elib/Document/2186 UR - http://ntl.bts.gov/lib/46000/46000/46030/TR_UseofTrafficChannelizationDevicesatHighwayRailGradeCrossings080712_FINAL.pdf UR - https://trid.trb.org/view/1222983 ER - TY - RPRT AN - 01450868 AU - Joy, Richard AU - Tournay, Harry AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Rolling Contact Fatigue Workshop, July 26–27, 2011 PY - 2012/08//Final Report SP - 218p AB - In July 2011, the Transportation Technology Center, Inc., coordinated the joint Federal Railroad Association/Association of American Railroads Workshop on Rolling Contact Fatigue (RCF). The workshop was held at the Congress Plaza Hotel in Chicago, IL. The objective of the workshop was to establish an understanding of the root causes for RCF and the procedures to eliminate, control, or mitigate the effects of RCF under passenger, freight, and mixed passenger/freight operation. Of particular concern is the impact of RCF on rail safety into future rail operations in North America, particularly with the advent of high-speed passenger rail operations. The workshop was tasked to identify any gaps in the current knowledge base so that timely research may be focused on these gaps in the near future. KW - Derailments KW - Fatigue cracking KW - Freight trains KW - High speed rail KW - Maintenance of way KW - North America KW - Passenger trains KW - Railroad safety KW - Rolling contact KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/2185 UR - http://ntl.bts.gov/lib/45000/45700/45772/TR_Rolling_Contact_Fatigue_Workshop_07-2011_final.pdf UR - https://trid.trb.org/view/1218195 ER - TY - RPRT AN - 01444606 AU - Federal Railroad Administration TI - Positive Train Control: Implementation Status, Issues, and Impacts PY - 2012/08//Report to Congress SP - 53p AB - The Rail Safety Improvement Act of 2008 (RSIA) established a completion date for the installation of interoperable Positive Train Control (PTC) systems by December 31, 2015. The RSIA also required the Secretary of Transportation to transmit a report to specified congressional committees no later than December 31, 2012, on the progress of the railroad carriers in implementing such PTC systems. This report satisfies the statutory reporting requirement. Although the initial PTC Implementation Plans (PTCIP) submitted by the applicable railroads to the Federal Railroad Administration (FRA) for approval stated they would complete implementation by the 2015 deadline, all of the plans were based on the assumption that there would be no technical or programmatic issues in the design, development, integration, deployment, and testing of the PTC systems they adopted. However, since FRA approved the PTCIPs, both freight and passenger railroads have encountered significant technical and programmatic issues that make accomplishment of these plans questionable. Given the current state of development and availability of the required hardware and software, along with deployment considerations, most railroads will likely not be able to complete full RSIA-required implementation of PTC by December 31, 2015. Partial deployment of PTC can likely be achieved; however, the extent of which is dependent upon successful resolution of known technical and programmatic issues and any new emergent issues. KW - Needs assessment KW - Plan implementation KW - Positive train control KW - Rail Safety Improvement Act of 2008 KW - Railroad law KW - Railroad safety KW - Scheduling KW - Technology assessment KW - United States UR - http://www.fra.dot.gov/eLib/Details/L03718 UR - https://trid.trb.org/view/1212129 ER - TY - RPRT AN - 01475833 AU - Rosenhand, Hadar AU - Roth, Emilie AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Cognitive and Collaborative Demands of Freight Conductor Activities: Results and Implications of a Cognitive Task Analysis PY - 2012/07//Final Report SP - 72p AB - This report presents the results of a cognitive task analysis (CTA) that examined the cognitive and collaborative demands placed on conductors, as well as the knowledge and skills that experienced conductors have developed that enable them to operate trains safely and efficiently. A secondary aim of the CTA was to understand the implications of the Rail Safety Improvement Act (RSIA) of 2008 regarding the role of the freight conductor, specifically the mandate for conductor certification and implementation of positive train control (PTC). Data were collected through a combination of field observations, phone interviews, and onsite focus group sessions with experienced conductors, locomotive engineers, trainers, and training managers. A primary finding is that conductors and locomotive engineers operate as a joint cognitive system (Woods and Hollnagel, 2006). They not only work together to monitor the operating environment outside the locomotive, they also collaborate in planning activities, problem solving, and identifying and mitigating potential risk. Although the present CTA does not directly address the issue of how new technologies, such as PTC, are likely to impact the role of conductors in the future, the CTA results do identify multiple ways in which conductors contribute to safe and efficient train operation. As new PTC technologies are introduced, it will be important to assess their impact on the various functions conductors perform in support of safe and efficient train operation, as specified in this report. The CTA also uncovered a variety of knowledge and skills that distinguish experienced conductors from less experienced ones. These findings suggest an opportunity to potentially accelerate building conductor expertise through more systematic training opportunities (both on the job and in locomotive cab simulators). The report concludes with open questions and future research needs as yet uncovered by the CTA. KW - Cognition KW - Conductors (Trains) KW - Cooperation KW - Locomotive engineers KW - Positive train control KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Train operation KW - Training UR - http://ntl.bts.gov/lib/46000/46100/46162/TR_Cognitive_Collaborative_Demands_Freight_Conductor_Activities_edited_FINAL_10_9_12.pdf UR - https://trid.trb.org/view/1244518 ER - TY - RPRT AN - 01449132 AU - Bien-Aime, Patrick AU - Carroll, Anya A AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - North Carolina “Sealed Corridor” Phase IV Assessment – Private Crossings PY - 2012/07//Technical Report SP - 49p AB - The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration tasked the USDOT Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center to document the success of the safety improvements at private highway-rail grade crossings along the Charlotte to Raleigh portion of the Southeast High-Speed Rail (SEHSR) Corridor. This set of safety improvements, implemented during Phase IV of North Carolina Department of Transportation’s (NCDOT) Sealed Corridor project, targeted the private crossings along that segment of the SEHSR corridor. The Sealed Corridor program aimed at improving or consolidating every highway-rail grade crossing, public and private, along the Charlotte to Raleigh rail route. The research on the Sealed Corridor private crossings, conducted from October 2008 to February 2010, assessed the progress made at the 44 crossings between Charlotte and Raleigh that have been treated with improved warning devices or closed from 1990 through 2008. Two approaches were used to describe benefits in terms of lives saved: a fatal crash analysis to derive estimated lives saved and prediction of lives saved based on the reduction of risk at the treated crossings. Both methods estimated that over 1.5 lives have been potentially saved at private crossings as a result of the 44 improvements implemented through 2008. Analysis also shows that the resulting reduction in incidents, as a result of the crossing improvements, is sustainable through 2010, when anticipated exposure and train speeds along the corridor will increase. KW - Grade crossing closure KW - Improvements KW - North Carolina KW - Private property KW - Railroad grade crossings KW - Safety KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/2187 UR - http://ntl.bts.gov/lib/46000/46000/46031/TR_NorthCarolina_SealedCorridor_PhaseIV_AssessmentPrivateCrossingsJuly2012_FINAL.pdf UR - https://trid.trb.org/view/1216930 ER - TY - RPRT AN - 01470778 AU - Federal Railroad Administration TI - NS 8898 (C40-9W - GE) Locomotive Test Report PY - 2012/06/01 SP - 56p AB - This test is designed to collect voltage standing wave ratio (VSWR) data in several formats for use in locomotive noise and intermodulation reporting. The test involved collecting VSWR and return loss data in the following formats; VSWR, S1P scatter parameters, comma separated values, and a portable network graphics. It is important to know if the antenna system is properly matched to the transceiver equipment as this can be a source of intermodulation and/or standing waves in the radio frequency (RF) system. The first set of data was collected at the RF port located closest to each antenna element in the locomotive radio frequency system to give an accurate picture of antenna matching. A second set of data recorded the VSWR at the end of the transmission line cable that connects to the radio transceiver antenna connector, including any installed filtering to show what the full system response is that is presented to the transceiver. This measurement includes all system losses. This test helps us to characterize the band pass parameters of the antenna. The information is useful in determining how much the antenna element contributes to filtering out of band energy as well as whether or not the antenna is functioning correctly. The results from the VSWR testing indicated all antennas and associated components were functioning properly. KW - Antennas KW - Data collection KW - Locomotives KW - Noise KW - Radio frequency KW - Ratios KW - Standing waves KW - Testing KW - Voltage UR - http://www.fra.dot.gov/Elib/Document/2800 UR - https://trid.trb.org/view/1238779 ER - TY - RPRT AN - 01507002 AU - United States Federal Railroad Administration TI - Chicago to St. Louis high-speed rail program : environmental impact statement PY - 2012/06//Volumes held: Draft KW - Environmental impact statements UR - https://trid.trb.org/view/1291326 ER - TY - RPRT AN - 01470779 AU - Federal Railroad Administration AU - Meteorcomm LLC TI - ITCR 1.1 Base Radio Installation and Field Service Guide PY - 2012/05/30 SP - 107p AB - The interoperable train control (ITCR) Base Radio Installation and Field Service Guide provides important radio-frequency safety information, installation procedures, and servicing instructions for Meteorcomm Interoperable Train Control (ITC) Base radio models 63030-24 and 63030-48. These two models are nearly identical in design and operation. The only difference is their nominal input power requirement: +24VDC and +48VDC, respectively. This guide provides essential information for personnel who perform the following tasks on Base radios: Install or replace them; diagnose common problems; adjust radio characteristics; make simple repairs; and perform routine maintenance. Prerequisites for users of this guide include:the ability to work with standard radio-frequency (RF) test equipment, including knowledge of how to prevent equipment damage or personal injury; the ability to measure RF power, frequency, and other quantities, as well as analyze RF performance; a working knowledge of XtermW, a Meteorcomm application used to configure radios and install downloads in Meteorcomm ITC Base, Locomotive, and Wayside radios; and familiarity with means to limit RF exposure from antennas and familiarity with the Meteorcomm RF Energy Exposure Guide. KW - Automatic train control KW - Diagnostic tests KW - Equipment maintenance KW - Handbooks KW - Installation KW - Radio equipment KW - Radio frequency KW - Railroads UR - http://www.fra.dot.gov/Elib/Document/2781 UR - https://trid.trb.org/view/1238780 ER - TY - RPRT AN - 01470777 AU - Federal Railroad Administration AU - Meteorcomm LLC TI - ITCR 1.1 Wayside Radio Installation and Field Service Guide PY - 2012/05/30 SP - 103p AB - The ITCR Wayside Radio Installation and Field Service Guide provides important radio-frequency safety information, installation procedures, and servicing instructions for the Meteorcomm Interoperable Train Control (ITC) Wayside radio model 63010. This guide provides essential information for personnel who are working with the Wayside radios. It is intended for users who will perform some or all of the following tasks on Wayside radios: install or replace them; diagnose common problems; adjust radio characteristics; make simple repairs; and perform routine maintenance. Prerequisites for users of this guide include: the ability to work with standard radio-frequency (RF) test equipment, including knowledge of how to prevent damage to equipment and injury to oneself; the ability to measure basic transceiver performance including RF power, frequency, and receiver sensitivity and the knowledge to analyze RF performance; a working knowledge of XtermW, a Meteorcomm application used to configure radios and install downloads in Meteorcomm ITC Wayside, Base, and Locomotive radios; and familiarity with means to limit RF exposure from antennas and familiarity the Meteorcomm RF Energy Exposure Guide. KW - Automatic train control KW - Equipment maintenance KW - Handbooks KW - Installation KW - Radio equipment KW - Radio frequency KW - Wayside signals UR - http://www.fra.dot.gov/Elib/Document/2782 UR - https://trid.trb.org/view/1238781 ER - TY - RPRT AN - 01470775 AU - Federal Railroad Administration AU - Meteorcomm LLC TI - ITCR 1.1 Locomotive Radio Installation and Field Service Guide PY - 2012/05/30 SP - 93p AB - The ITCR Locomotive Radio Installation and Field Service Guide provides important radio-frequency safety information, installation procedures, and servicing instructions for the Meteorcomm Interoperable Train Control (ITC) Locomotive radio model 63020. This guide provides essential information for personnel who are working with the Locomotive radios. It is intended for users who will perform some or all of the following tasks on Locomotive radios: install or replace them; diagnose common problems; adjust radio characteristics; make simple repairs; and perform routine maintenance. Prerequisites for users of this guide include:the ability to work with standard radio-frequency (RF) test equipment, including knowledge of how to prevent damage to equipment and injury to oneself; the ability to measure basic transceiver performance including RF power, frequency and receiver sensitivity and the knowledge to analyze RF performance; a working knowledge of XtermW, a Meteorcomm application used to configure radios and install downloads in Meteorcomm ITC Locomotive, Base, and Wayside radios; and familiarity with means to limit RF exposure from antennas and familiarity the Meteorcomm RF Energy Exposure Guide. KW - Equipment maintenance KW - Handbooks KW - Installation KW - Locomotives KW - Radio equipment KW - Radio frequency UR - http://www.fra.dot.gov/Elib/Document/2783 UR - https://trid.trb.org/view/1238782 ER - TY - ABST AN - 01495339 TI - Research of V2V and V2I Rail for Commuter, Freight, and Heavy Rail AB - No summary provided. KW - Freight traffic KW - Freight trains KW - Railroad commuter service KW - Rapid transit KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - https://trid.trb.org/view/1264890 ER - TY - ABST AN - 01465237 TI - Causal Analysis of Grade Crossing Accidents AB - Currently, accident reporting systems tell what has happened, but they do not know why the accident occurred. Emphasis will be placed on identifying human factors (e.g., crossing characteristics that promote poor motorist decision-making) and system issues (e.g., ambiguities in jurisdiction that impede the correction of problems) that contribute to accidents. This project's primary goal is to identify areas for future research. It will use Moray's Sociotechnical model and Reason's analytic framework to guide the work. KW - Behavior KW - Crash causes KW - Crash reports KW - Decision making KW - Grade crossing protection systems KW - Human factors in crashes UR - https://trid.trb.org/view/1233470 ER - TY - ABST AN - 01465236 TI - Evaluation of Motorist Behavior at Grade Crossings AB - Motorist behavior is an important factor in understanding and preventing accidents at grade crossings. This project will determine how locomotive alerting lights, freight car reflectors, wayside horns should be designed and operated to maximize their ability to attract motorist attention and foster safe motorist behavior. This project is coordinated with the accident causation project. This project includes lab studies using a driving simulator and naturalistic field studies of motorist behavior. KW - Behavior KW - Crashes KW - Drivers KW - Grade crossing protection systems KW - Horns KW - Warning systems KW - Wayside signals UR - https://trid.trb.org/view/1233469 ER - TY - ABST AN - 01465233 TI - Grade Crossing Safety Research Support AB - This project supports the general administration of the Federal Railroad (FRA's) grade crossing safety research program at the Volpe Center, plus such generalized support as: (1) monthly reporting; (2) research dissemination; (3) conference support; and (4) quick response and special studies. Quick response and special studies covers requests from Office of Safety or others for work not covered by an existing task. KW - Grade crossing protection systems KW - Information dissemination KW - Railroad grade crossings KW - Reports KW - Research KW - Safety UR - https://trid.trb.org/view/1233466 ER - TY - ABST AN - 01465231 TI - Work Schedules and Sleep Patterns of Railroad Workers AB - The objective of this project is to: (1) develop data sets on work and rest patterns for railroad workers to improve the understanding of the role of fatigue in the industry; and (2) collect samples from signalmen, maintenance-of-way workers (MOW), dispatchers, conductors and locomotive engineers. Data sets consist of the amount of daily work and sleep for a 15-day period: -type of work, pattern of work, commuting time and other factors -subjective assessment of alertness -demographic data for analysis KW - Fatigue (Physiological condition) KW - Human factors in crashes KW - Rest periods KW - Sleep KW - Train crews KW - Work schedules (Personnel) UR - http://ntl.bts.gov/lib/42000/42500/42572/ord0922.pdf UR - https://trid.trb.org/view/1233464 ER - TY - ABST AN - 01465230 TI - Rail Surface Hardness and Condition Measurement AB - This project is in support of a Transportation Research Board Innovations Deserving Exploratory Analysis (TRB IDEA) project to develop a method for measuring rail surface hardness and condition. Also, the project will be a general assessment of what additional information may be helpful to aid the grinding process to permit removing fatigued metal and reshaping rail head while minimizing adverse effects of the grinding process. Included will be an assessment of what level of hardness loss may have a practical effect on rail wear rate and how size and density of surface micro-cracking and spalling can be meaningfully expressed in various measurement levels. KW - Condition surveys KW - Grinding KW - Hardness KW - Microcracking KW - Railhead KW - Railroad tracks KW - Wear UR - https://trid.trb.org/view/1233463 ER - TY - ABST AN - 01465229 TI - Stabilizing Steep Embankment and Cut Slopes AB - This project demonstrates a technique for stabilizing steep cut and embankment slopes on weathering (highly erodible) soils. A specially designed anchoring system allows employing a stabilization material (geocells) normally suitable only for much flatter slopes. Remaining activity is to document performance of the technique. KW - Embankments KW - Railroad tracks KW - Slopes KW - Soil stabilization KW - Steep slopes UR - https://trid.trb.org/view/1233462 ER - TY - ABST AN - 01465228 TI - Track Buckling and CWR-SAFE Application Guide AB - The objectiives of this project are to: (1) provide a guide which provides background on the phenomenon of track buckling, the factors which cause it it or reduce its likelihood of occurrence, and explains how to use Volpe's continuous welded rail (CWR)-SAFE program for evaluating track buckling potential; and (2) adjust CWR-SAFE, as needed, for easiest use and interpretation. KW - Buckling KW - Continuous welded rail KW - Evaluation and assessment KW - Guidelines KW - Railroad safety KW - Railroad tracks UR - https://trid.trb.org/view/1233461 ER - TY - ABST AN - 01465227 TI - Application of Track Stiffness Measurements AB - There is increasing interest in and capability to measure track stiffness as an indicator of ballast and subgrade condition, but limited work on interpreting the data. This project will focus on gaining a better understanding of the significance of track stiffness measurements and how to apply this data in a meaningful way for track fault diagnosis and maintenance planning. The next efforts will involve investigating correlations between various types of stiffness measurements, combined with other track measures, and ballast and subgrade conditions. KW - Ballast (Railroads) KW - Maintenance KW - Railroad tracks KW - Stiffness KW - Subgrade (Railroads) UR - https://trid.trb.org/view/1233460 ER - TY - ABST AN - 01465226 TI - Improving Ride Quality and Track Durability at Track Transitions AB - The objective of this project is to: (1) find effective and affordable methods to remedy ride quality and track settlement problems at track transitions - locations where track construction changes, as at bridges, turnouts, road crossings, and track crossings; and (2) perform studies to better understand the roles of track stiffness, damping, and other factors that may either contribute to or help remedy poor ride quality and differential settlement at track transitions. KW - Durability KW - Railroad tracks KW - Ride quality KW - Settlement (Structures) KW - Transition zones KW - Turnouts UR - https://trid.trb.org/view/1233459 ER - TY - ABST AN - 01465225 TI - Increasing Speeds through Turnouts AB - Travel through the diverging route of a turnout can produce high lateral forces and accelerations which require slower operating speeds and have adverse effects on ride quality and component life. The study was aimed at finding a low-cost means to reduce lateral forces and accelerations so that safe speeds through turnouts could be increased. Two No. 20 turnouts which have modified geometry, but conventional length and frog angle, were installed and tested. The current activity is to monitor wear and performance and then assess general cost and benefits. KW - Acceleration KW - Frogs (Railroads) KW - Operating speed KW - Railroad tracks KW - Ride quality KW - Train speed KW - Turnouts KW - Wear UR - http://ntl.bts.gov/lib/42000/42800/42841/rr0610.pdf UR - https://trid.trb.org/view/1233458 ER - TY - RPRT AN - 01446044 AU - Reiff, Richard AU - Walker, Russell AU - Schreiber, Patricia AU - Wilson, Nicholas AU - Thompson, Hugh AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Assessment of Rail Seat Abrasion Patterns and Environment PY - 2012/05//Final Report SP - 59p AB - Rail seat abrasion (RSA) of concrete ties is manifested by the loss of material under the rail seat area and, in extreme cases, results in loss of rail clip holding power, reverse rail cant, and gauge widening. RSA was measured in several curves on two railroads. The measurements encompass a range of environmental conditions and track curvature. The RSA measurements, track geometry measurements, and wheel/rail forces predicted with NUCARS® were compared to identify a correlation between wheel/rail forces and deep, wedge-shaped abrasion. RSA and wheel/rail forces were found to be related to curvature, but no clear examples were found where rail forces and RSA could be correlated to a local track geometry deviation. Comparisons were hampered by cases where RSA was measured in locations where previous repairs had been made and by other cases where very little RSA was present at the sites measured. KW - Abrasion KW - Concrete ties KW - Curved rail KW - Deterioration KW - Friction KW - Maintenance of way KW - Rail seats KW - Railroad ties KW - Railroad tracks UR - http://www.fra.dot.gov/Elib/Document/84 UR - http://ntl.bts.gov/lib/45000/45700/45771/TR_Assessment_Rail_Seat_Abrasion_Patterns_Environment_final.pdf UR - https://trid.trb.org/view/1212508 ER - TY - RPRT AN - 01445976 AU - Stringfellow, Richard AU - Rancatore, Robert AU - Tiax LLC AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Workstation Table Engineering Model Design, Development, Fabrication, and Testing PY - 2012/05//Final Report SP - 121p AB - This research effort is focused on providing a workstation table design that will reduce the risk of occupant injuries due to secondary impacts and to compartmentalize the occupants to prevent impacts with other objects and/or passengers seated across from them. The table must be capable of protecting the passengers in a seating arrangement with the table located between facing seats. Included in this study are the design, fabrication, quasi-static testing, and delivery of the table for subsequent testing in the crash energy management (CEM) full-scale test. Finite element analyses of the table components and multibody dynamic analyses of the occupant response were performed to help guide the design and predict whether the occupant injury risk for the newly designed table meets the requirements. Four tables were fabricated; two were included in the CEM full-scale train-to-train test in March 2006, and two were constructed for use in quasi-static and dynamic sled tests. To date, only the quasi-static tests and the CEM full-scale test have been performed. KW - Crash energy management KW - Crashworthiness KW - Design KW - Fabrication KW - Finite element method KW - Impact tests KW - Passenger cars KW - Prototype tests KW - Static tests KW - Workstation tables UR - http://www.fra.dot.gov/Elib/Document/85 UR - http://ntl.bts.gov/lib/45000/45700/45774/TR_Workstation_Table_Engineering_Model_Design_Development_Fabrication_Testing_final.pdf UR - https://trid.trb.org/view/1212509 ER - TY - RPRT AN - 01539290 AU - California High Speed Rail Authority AU - Federal Railroad Administration TI - Final Environmental Impact Report/Statement: Merced to Fresno PY - 2012/04 SP - v.p. AB - The Merced to Fresno Section Project Environmental Impact Report/ Environmental Impact Statement (EIR/EIS) is a second-tier EIR/EIS that builds upon and further refines work completed earlier as part of the two first-tier program EIR/EIS documents. The Merced to Fresno Section Project EIR/EIS analyzes the environmental impacts and benefits of implementing the HST in the more geographically limited area between Merced and Fresno and is based on more detailed project planning and engineering than the first-tier documents for the proposed project. The analysis therefore incorporates the earlier decisions and program EIR/EISs, and it provides more site-specific and detailed analysis. It examines alternatives, including the "no build" alternative, and addresses measures to avoid and minimize impacts. KW - California KW - California High Speed Rail Authority KW - Environmental impact statements KW - Environmental impacts KW - Fresno (California) KW - High speed rail KW - Location KW - Maintenance facilities KW - Merced (California) KW - No build KW - Railroad stations UR - http://www.hsr.ca.gov/Programs/Environmental_Planning/final_merced_fresno.html UR - https://trid.trb.org/view/1322498 ER - TY - RPRT AN - 01509728 AU - United States Federal Railroad Administration TI - California high-speed train project, Merced to Fresno section : environmental impact statement PY - 2012/04//Volumes held: Draft(3v), F(4v in 7) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1294052 ER - TY - RPRT AN - 01446021 AU - Gertler, Judith AU - Hursh, Steven AU - Fanzone, Joseph AU - Raslear, Thomas AU - QinetiQ North America, Technology Solutions Group AU - Institutes for Behavior Resources AU - Federal Railroad Administration TI - Validation of FAST Model Sleep Estimates with Actigraph Measured Sleep in Locomotive Engineers PY - 2012/04//Final Report SP - 29p AB - This report presents the results of a study to validate the AutoSleep sleep prediction algorithm, which is a component of the Fatigue Avoidance Scheduling Tool (FAST). Researchers collected work and sleep data from 41 locomotive engineers by using actigraphy and daily log books and compared these data with AutoSleep predictions developed according to the log-book–recorded work periods. Comparison of the actigraphy data with model predictions on a minute-by-minute basis found an overall agreement between the two 87 percent of the time. Application of Signal Detection Theory to the data indicates that AutoSleep is biased toward underestimating daily sleep. These findings validate the sleep prediction algorithm of FAST and validate its utility for assessing fatigue risk created by typical railroad schedules. KW - Algorithms KW - Fatigue (Physiological condition) KW - Fatigue Avoidance Scheduling Tool (FAST) KW - Locomotive engineers KW - Mathematical prediction KW - Railroad trains KW - Signal detection theory KW - Sleep KW - Sleep prediction algorithm KW - Validation UR - http://www.fra.dot.gov/Elib/Document/86 UR - https://trid.trb.org/view/1212510 ER - TY - RPRT AN - 01379145 AU - Federal Railroad Administration TI - Guidance on Pedestrian Crossing Safety at or Near Passenger Stations PY - 2012/04 SP - 30p AB - This document, presented by the Federal Railroad Administration (FRA), is intended as guidance to railroads on strategies and methods to help prevent pedestrian accidents, incidents, injuries, and fatalities at or near passenger stations. The presence of pedestrians within station areas and moving toward or across tracks to access station platforms can create numerous potential conflict areas where pedestrian movement must be restricted once an approaching train is detected. The document provides illustrative examples of pedestrian safety concepts. Strategies and methods discussed include: providing audible warning of approaching trains to the pedestrians at railroad passenger stations; (2) using signs, signals, or other visual devices to warn pedestrians of approaching trains; (3) installing infrastructure at pedestrian crossings to improve the safety of pedestrians crossing railroad tracks; and (4) installing fences to prohibit access to railroad tracks. The FRA also recommends that passenger rail operators use risk-based proactive hazard analysis methods to evaluate the risk associated with the movement of pedestrians at or near passenger stations, in light of the history of tragic incidents that have resulted in serious pedestrian injuries and fatalities. KW - Audible warning devices KW - Crosswalks KW - Hazard analysis KW - Passenger trains KW - Pedestrian safety KW - Railroad grade crossings KW - Railroad stations KW - Warning signals KW - Warning signs UR - http://www.walkinginfo.org/library/details.cfm?id=4758 UR - https://trid.trb.org/view/1144216 ER - TY - SER AN - 01376427 JO - Research Results PB - Federal Railroad Administration AU - Ranney, Joyce AU - Raslear, Thomas AU - Federal Railroad Administration TI - Derailments Decrease at a C3RS Site at Midterm PY - 2012/04 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Railroad Policy and Development believes that in addition to process and technology innovations, human factors-based solutions can make a significant contribution to improving safety in the railroad industry. To test this assumption, FRA implemented the Confidential Close-Call Reporting System (C3RS), which includes (1) voluntary confidential reporting of close-call events by employees and root-cause-analysis problem solving by a Peer Review Team (PRT) composed of labor, management, and FRA; (2) identification and implementation of corrective actions; (3) tracking the results of change; and (4) reporting the results of change to employees. Confidential reporting and joint labor-management-FRA root-cause problem solving are the most innovative of these characteristics for the railroad industry. FRA is sponsoring a rigorous evaluation of C3RS to examine three important aspects of C3RS functioning: (1) What conditions are necessary to implement C3RS successfully? (2) What is the impact of C3RS on safety and safety culture? (3) What factors help to sustain C3RS over time? Some key findings were (1) a 31-percent improvement in cars moved between incidents; (2) improved labor-management relationships and employee engagement within the PRT and out in the field; and (3) a reduction in discipline cases. KW - Close calls KW - Confidential incident reporting KW - Culture (Social sciences) KW - Derailments KW - Employee participation KW - Human factors KW - Railroad safety KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/2183 UR - http://ntl.bts.gov/lib/45000/45700/45776/RR_Derailments_Decrease_C3RS_Site_at_Midterm_final.pdf UR - https://trid.trb.org/view/1144115 ER - TY - RPRT AN - 01376252 AU - Department of Transportation AU - Federal Railroad Administration TI - FRA Needs to Expand Its Guidance on High Speed Rail Project Viability Assessments PY - 2012/03/28 SP - 21p AB - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) directed the Secretary to establish a high-speed and intercity passenger rail (HSIPR) program, and authorized approximately $4 billion over a 5-year period for HSIPR investments. The statute allowed the Secretary 2 years to develop program rules. However, four months after PRIIA’s enactment, the American Recovery and Reinvestment Act of 2009 (ARRA) appropriated another $8 billion for HSIPR to be allocated under significantly compressed timelines, and included a requirement to develop interim program rules within 120 days of ARRA’s passage. The Federal Railroad Administration (FRA) is responsible for implementing the HSIPR program. As part of this responsibility, the Agency assesses the economic viability of each proposed HSIPR project and decides which projects to fund. The Administration’s Fiscal Year 2013 budget allocates $47 billion for HSIPR over six years. Consequently, potential grantees will need to develop their HSIPR projects’ viability analyses if they are to justify additional funding needs. The U.S. Department of Transportation Office of Inspector General (OIG) initiated this audit to (1) identify key focus areas for analyses of HSIPR project economic viability, and (2) assess FRA’s requirements and guidance for HSIPR grant applicants on the information they must provide to FRA on project viability. OIG identified three key focus areas in assessing project viability. (1) The first focus area is the set of elements with the greatest impact on the three analysis components—revenue forecasts, public benefits valuations, and O&M cost estimates. (2) The second focus area is the level of analytical detail required at the preliminary, intermediate, and final phases in the development of a HSIPR proposal. (3) The third focus area is the set of issues central to methodological soundness. KW - Benefit cost analysis KW - Cost estimating KW - Economic analysis KW - Economic impacts KW - Financial analysis KW - High speed rail KW - Management KW - Revenues KW - U.S. Federal Railroad Administration UR - http://www.oig.dot.gov/sites/dot/files/HSIPR%20Forecasting%20Report%5E3-28-12.pdf UR - https://trid.trb.org/view/1143805 ER - TY - RPRT AN - 01380261 AU - Reiff, Richard AU - Trevizo, Carmen AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Cracking and Impact Performance Characteristics of Plastic Composite Ties PY - 2012/03//Final Report SP - 54p AB - As followup to a workshop on Engineered Composite Ties sponsored by the American Railway Engineering and Maintenance-of-Way Association and the Federal Railroad Administration, the Transportation Technology Center, Inc., in Pueblo, CO, conducted a series of tests addressing material performance issues. A primary objective of the workshop was to identify performance concerns and potential areas of research by using input from the Class I railroad representatives. Class I railroads have installed plastic/composite ties in their tracks for several years for evaluation purposes. A panel of Class I railroad engineers attending the workshop noted tie cracking and fractures during handling, installation, and service as priority areas of concern. KW - Composite materials KW - Cracking KW - Impact KW - Performance measurement KW - Plastics KW - Railroad ties UR - http://www.fra.dot.gov/Elib/Document/87 UR - http://ntl.bts.gov/lib/45000/45600/45604/TR_Cracking_Impact_Plastic_Composite_Ties_final.pdf UR - https://trid.trb.org/view/1147616 ER - TY - RPRT AN - 01372858 AU - Coccia, Stefano AU - Phillips, Robert AU - Bartoli, Ivan AU - Salamone, Salvatore AU - Rizzo, Piervincenzo AU - Lanza di Scalea, Francesco AU - University of California, San Diego AU - Federal Railroad Administration TI - On-Line High-Speed Rail Defect Detection, Part II PY - 2012/03//Technical Report SP - 140p AB - The objectives of this project were (1) to improve the defect detection reliability and (2) to improve the inspection speed of conventional rail defect detection methods. The prototype developed in this work uses noncontact transducers, ultrasonic guided waves, and real-time statistical pattern recognition to improve system reliability. The prototype was field tested seven times with the support of the Federal Railroad Administration (FRA) R-4 hy-railer vehicle. The latest tests at Herzog, Incorporated, in June 2010 showed excellent results. Two blind tests resulted in a defect detection reliability exceeding industry average and American Railway Engineering and Maintenance-of-Way Association recommendations. These tests also proved the potential for distinguishing good welds from defective welds, an excellent detestability of the vertical split head defect, and the potential for characterizing different rail surface conditions for grinding management purposes. Within this project, a 250-foot-long rail defect farm was also constructed at the University of California–San Diego, with in-kind donations from BNSF Railway, for the development of this and other rail inspection technologies of interest to FRA and to the railroad industry. KW - Defects KW - Detection and identification technologies KW - High speed rail KW - Maintenance of way KW - Transverse cracking KW - Ultrasonic detectors KW - Ultrasonic waves KW - Welds UR - http://www.fra.dot.gov/Elib/Document/88 UR - http://ntl.bts.gov/lib/44000/44600/44611/TR_On-line_HSR_Defect_detection_Part2_final.pdf UR - https://trid.trb.org/view/1140741 ER - TY - RPRT AN - 01470780 AU - Federal Railroad Administration AU - Meteorcomm LLC TI - ITCR Closed Track Test 1: Test Report PY - 2012/02/14 SP - 77p AB - The first phase of closed track testing, referred to as CTT 1, of the positive train control (PTC) communication system entailed the installation and operation of the PTC communication system at the Transportation Technology Center (TTCI) located near Pueblo, Colorado. This facility was used to test the communication system under controlled field conditions using real locomotives and operating at speeds in excess of 100 mph. The installation of the PTC communication system at TTCI included three base radio installations, eight wayside communication site locations, one mobile locomotive, one stationary locomotive site, a simulated local back office at TTCI, and a simulated remote back office located at the MCC facility in Renton, WA. All endpoints, which includes wayside interface unit (WIU), train management computer (TMC), and back office applications were simulated. After installation, basic functionality of the system elements was verified and pretest activities were completed. Pretesting included system configuration and debug, radio frequency (RF) coverage measurements, basic messaging tests, and validation of basic radio network operation. Additionally, the test infrastructure was verified. This included the Test Executive SW, endpoint simulators, IP connectivity to test bed assets, and remote connections to MCC in Renton. KW - Positive train control KW - Radio equipment KW - Radio frequency KW - Test tracks KW - Test tracks (Railroads) KW - Testing KW - Validation KW - Wayside signals UR - http://www.fra.dot.gov/Elib/Document/2785 UR - https://trid.trb.org/view/1238783 ER - TY - SER AN - 01373360 JO - Research Results PB - Federal Railroad Administration TI - Occupant Volume Integrity Evaluation in Passenger Rail Cars PY - 2012/02 IS - RR 12-01 SP - 4p AB - This research, which is intended to enable the growth of high-speed and intercity passenger rail transportation, was sponsored by the Federal Railroad Administration (FRA) Office of Research and Development, as part of the train Occupant Protection research program. Occupant volume integrity (OVI) describes a rail car’s ability to maintain sufficient space for passengers and crew survivability during a collision. Alternatives to the traditional 800,000-pound buff strength requirement have been developed to assess the OVI of passenger rail cars in support of a request for a waiver of the existing regulation. A passenger car design compliant with the traditional requirement has been analyzed and tested against the alternative requirements. The results of the analysis and tests show that these alternatives are as effective as the traditional requirement in ensuring OVI of rail passenger equipment. For the past 5 years, FRA’s Passenger Equipment Safety Program has been conducting research on alternatives for ensuring OVI. In 2010, the Engineering Task Force (ETF) of the Railroad Safety Advisory Committee (RSAC) used the results of this ongoing research to develop alternative criteria and procedures for ensuring OVI. These criteria and procedures allow greater flexibility in evaluating various passenger equipment designs while maintaining an equivalent level of OVI in comparison to equipment evaluated using the conventional methodology. The new methodology establishes three evaluation load levels and corresponding pass–fail criteria for each. A series of compression tests on crash energy management (CEM)-equipped passenger cars has been performed as part of FRA’s research program. These tests have been performed in conjunction with finite element (FE) analyses to evaluate the efficacy of using an alternative analysis to extrapolate data from testing to ensure OVI. A conventional 800,000-pound buff strength test was performed on a CEM-equipped passenger car. The results of this test were used both to verify the car’s structural integrity as well as to aid in validating an FE model. The ETF’s alternative criteria and procedures were also applied to passenger cars of similar design. Per the ETF’s procedures, the now-validated FE model was used to simulate loading of the passenger car along the load path taken by collision forces (collision load path) up to its ultimate, or crippling load. Finally, two CEM-equipped passenger cars were tested to determine their crippling loads. The crippling tests are not required under the ETF’s procedures but were performed as an examination of the ability of the FE model to capture the crippling behavior of a passenger rail car. The results from the tests and analyses agree with one another. The tested cars and the FE model each crippled at a load of approximately 1.2 million pounds. The research now provides a well-developed technical basis for use of alternative methods of evaluating OVI in rail passenger equipment. KW - Compression tests KW - Crash energy management KW - Finite element method KW - High speed rail KW - Intercity passenger cars KW - Passenger cars KW - Railroad crashes KW - Simulation KW - Structural integrity KW - Survival KW - Vehicle safety UR - http://www.fra.dot.gov/Elib/Document/120 UR - http://ntl.bts.gov/lib/45000/45700/45777/RR_OVI_Evaluation_Passenger_Rail_Cars_final__2_.pdf UR - https://trid.trb.org/view/1141428 ER - TY - RPRT AN - 01511817 AU - United States Federal Railroad Administration TI - Chicago to St. Louis High-Speed Rail Program : Tier 1 final environmental impact statement, Tier 2 evaluation of Springfield rail improvements project PY - 2012///38 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1296141 ER - TY - RPRT AN - 01508185 AU - United States Federal Railroad Administration TI - Chicago to Council Bluffs--Omaha regional passenger rail system planning study : tier 1 service level : draft environmental impact statement PY - 2012///29 online resources. KW - Environmental impact statements UR - https://trid.trb.org/view/1292509 ER - TY - CONF AN - 01454133 AU - Markos, Stephanie H AU - Shurland, Melissa AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Comparison of the U.S. and European Approaches to Passenger Train Fire Safety PY - 2012 SP - 13p AB - The Federal Railroad Administration (FRA) approach to passenger rail equipment fire safety requires the use of primarily small-scale flammability and smoke emission tests and performance criteria for interior materials, such as seats and wall and ceiling panels; and fire endurance tests for structural components such as floors. The individual test methods measure one or more different fire performance characteristics: ignition resistance, flame spread, and smoke emission. In addition, FRA regulations include a requirement for conducting a fire safety analysis for new and existing equipment, and requirements for the inspection, testing, and maintenance of fire safety related equipment. The European Committee for Standardization (CEN) has developed a Technical Specification, CEN TS 45545, based primarily on existing fire safety requirements for passenger railway rolling stock from the International Union of Railways (UIC) and individual European countries, as well as additional research sponsored by CEN. This paper describes the results of a preliminary comparison of fire safety and related emergency systems requirements of CEN TS 45545 with current FRA regulations. U1 - FIVE (Fires in Vehicles) 2012Chicago,IL,United States StartDate:20120927 EndDate:20120928 KW - Europe KW - European Committee for Standardization KW - Fire safety KW - Passenger trains KW - Regulations KW - U.S. Federal Railroad Administration KW - United States KW - Vehicle fires UR - http://ntl.bts.gov/lib/46000/46100/46109/Markos_ComparisonFires.pdf UR - https://trid.trb.org/view/1218608 ER - TY - SER AN - 01475695 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard W AU - Federal Railroad Administration TI - Public Education and Enforcement Research Study - Macomb, IL, Analysis PY - 2011/12 SP - 4p AB - The Public Education and Enforcement Research Study (PEERS) was a collaborative effort of the U.S. Department of Transportation’s Federal Railroad Administration (FRA), the Illinois Commerce Commission, and three communities in the State of Illinois. The purpose of the project was to promote safety at highway-rail grade crossings by reducing incidents, injuries, and fatalities. FRA tasked the John A. Volpe National Transportation Systems Center (Volpe Center) with conducting a field operational test to determine the effectiveness of the education and enforcement programs. The focus of this study was to compare the results of the PEERS program in Macomb, IL, with the results in Arlington Heights, IL. The effectiveness of the PEERS activities was determined by counting the number of highway users that violated the crossing warning devices during three project phases. Cameras collected video images of the crossings when warning devices were activated. The findings from Macomb were not comparable to the results from Arlington Heights. Highway-user behavior in Macomb was unchanged during the study period. The different population demographics, characteristics of the crossings, and program activities likely contributed to the differing results. KW - Demographics KW - Field studies KW - Macomb (Illinois) KW - Railroad grade crossings KW - Railroad safety KW - Traffic characteristics KW - Traffic law enforcement KW - Traffic safety KW - Traffic safety education KW - Traffic violations KW - Video cameras UR - http://www.fra.dot.gov/Elib/Document/121 UR - https://trid.trb.org/view/1244643 ER - TY - SER AN - 01362885 JO - Research Results PB - Federal Railroad Administration AU - Ngamdung, Tashi AU - Carroll, Anya A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Data Analysis of Grade Crossing Incidents PY - 2011/12 SP - 4p AB - Incidents and fatalities at highway-rail grade crossing in the United States have declined significantly over the past two decades despite a significant increase in both train and vehicle traffic. Therefore, to provide a more realistic comparison of safety performance over the years, it is important to include both train and vehicle traffic when calculating incident rates at highway-rail grade crossings. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) tasked the USDOT Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center (Volpe Center) to review an exposure metric called traffic moment (TM), which is currently used by European nations, and to apply it to U.S. data. There were two objectives to this research: (1) to review the grade crossing exposure metric used by European nations and to analyze the ability to "fit" the U.S. data into that method for all U.S. public crossings; and (2) to apply the same exposure metric to public active and passive crossings to compare the trends in incident rate between active and passive crossings. KW - Alternatives analysis KW - Crash data KW - Crash rates KW - Highway traffic KW - Railroad grade crossings KW - Railroad traffic UR - http://www.fra.dot.gov/Elib/Document/123 UR - https://trid.trb.org/view/1131068 ER - TY - SER AN - 01362853 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Success Factors in the Reduction of Highway-Rail Grade Crossing Incidents PY - 2011/12 SP - 4p AB - Incidents at highway-rail grade crossings in the United States declined 44.7 percent from 1994 to 2007. This decline was likely a result of various crossing safety improvement programs conducted during that period. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) tasked the John A. Volpe National Transportation Systems Center (Volpe Center) to determine the safety factors that were responsible for the reduction of highway-rail grade crossing incidents. The study was conducted in two parts. In the first part, an examination of the reduction of highway-rail grade crossing incidents during the 1994–2003 period was completed. In the second part of the study, an analysis of success factors for the 2003 through 2007 period was completed. KW - Crash causes KW - Highway safety KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/122 UR - https://trid.trb.org/view/1131074 ER - TY - SER AN - 01362850 JO - Research Results PB - Federal Railroad Administration AU - Horton, Suzanne AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Evaluation of Education and Outreach Programs PY - 2011/12 SP - 4p AB - Education and outreach are acknowledged, if only anecdotally, for contributing to an overall safer rail environment. The use of education and outreach programs as a means to improve highway-rail safety has expanded over the years since 1970 and the inception of Operation Lifesaver, Inc. These programs are commonly used to supplement safety measures, especially where engineering solutions are not feasible or less effective. Other than small-scale case studies, the effectiveness of education and outreach programs on highway-rail grade crossing safety has not been thoroughly researched. Evaluation of education and outreach programs can quantify the benefits of the programs, lead to identifying areas of improvement, and justify the value of the program. The U.S. Department of Transportation’s (USDOT) Federal Railroad Administration (FRA) has sponsored the USDOT Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center to investigate education and outreach evaluation strategies and methods. The purpose of this research is to identify strategies and methods that have been used successfully in evaluating education and outreach programs in other transportation modes or countries or other industries. The study covers the potential applications, benefits, limitations, and success stories. The intent is that this research will provide direction and assistance to those who wish to implement a rail safety education or outreach program and to measure the effects of the program. KW - Education and training methods KW - Highway safety KW - Performance measurement KW - Railroad safety KW - Safety education UR - http://www.fra.dot.gov/Elib/Document/125 UR - https://trid.trb.org/view/1131069 ER - TY - SER AN - 01362829 JO - Research Results PB - Federal Railroad Administration AU - Hellman, Adrian AU - daSilva, Marco AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Low-Cost Warning Device Industry Assessment PY - 2011/12 SP - 4p AB - Virtually all of the grade crossing train detection and warning systems in the United States use a variant of the track circuit technology developed over a century ago. Track circuits have evolved through the years, but the design and principles of operation have changed little. Although highly reliable, track-circuit–based train detection systems are costly to install and maintain. Systems that leverage low-cost, nontraditional technologies are an attractive alternative at low-usage grade crossings. The challenge for the railroad industry is to develop systems that are low in cost and safe. In response, the Federal Railroad Administration’s Office of Railroad Policy and Development directed the John A. Volpe National Transportation Systems Center (Volpe Center) to conduct a technology assessment of low-cost active warning devices for application at passive highway-rail grade crossings. The purpose of this research was to present an objective assessment of the available low-cost warning device technologies and to recommend a migration path that could be implemented in the United States. The Volpe Center performed a survey and assessment of the progress in low-cost warning device research. The following topics were considered: (1) the technologies that were selected for evaluation, (2) the criteria used to evaluate the technologies, (3) the implementation challenges and how they were resolved, (4) the benefits associated with the technologies, (5) the feasibility of leveraging the results of the previous research, and (6) lessons learned. KW - Evaluation and assessment KW - Highway safety KW - Lessons learned KW - Railroad grade crossings KW - Railroad safety KW - Technological innovations KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/124 UR - https://trid.trb.org/view/1131064 ER - TY - RPRT AN - 01362846 AU - Magel, Eric E AU - National Research Council of Canada AU - Federal Railroad Administration TI - Rolling Contact Fatigue: A Comprehensive Review PY - 2011/11//Final Report SP - 132p AB - Rolling contact fatigue (RCF) is a pervasive and insidious problem on all types of railway systems. Although it is a dominant cause of maintenance and replacements on heavy haul rail lines, it is also a significant economic and safety challenge for commuter and metro lines. It is a subject of intense research around the globe, with strong academic research being undertaken in Europe particularly, with more practical work being performed in Australia, South Africa, and North America. The safety implications of RCF include being responsible for about 100 FRA reportable derailments annually in North America. The poster child for hazardous RCF is the Hatfield derailment in the United Kingdom, which incurred four deaths, 39 injuries, and economic fallout easily exceeding GBP1 billion, dismemberment of the railway authority and manslaughter charges against several railway officials. The economic implications of RCF to the North America railway industry for rail replacement alone amounts to over USD300 million annually, with costs of inspection and derailments, as well as damage to track and rolling stock, and derailment costs further increasing that number. Of the USD100+ million dollars spent annually on rail grinding in North America, at least ≥30 percent can be attributed to RCF. A review of the types or RCF defects on wheels and rails, causal mechanisms and monitoring and maintenance practices has been undertaken for the purpose of identifying gaps and the most pressing areas for research and development. KW - Derailments KW - Fatigue cracking KW - Maintenance of way KW - Railroad safety KW - Rolling contact UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/1131071 ER - TY - SER AN - 01362624 JO - Research Results PB - Federal Railroad Administration AU - Shurland, Melissa AU - Federal Railroad Administration TI - Passenger Rail Car Egress - TRB Workshop PY - 2011/11 IS - RR 11-23 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Railroad Policy and Development is exploring how to enhance regulations that address the safe, timely, and effective emergency evacuation of occupants from passenger rail vehicles in various emergency scenarios. Several evacuation concepts, strategies, and techniques are currently being investigated and evaluated for applicability to U.S. passenger rail cars. FRA sponsored a Human Factors Workshop related to passenger train emergency egress on January 9, 2010, as part of the Transportation Research Board (TRB) Annual Meeting, in Washington, DC. The workshop featured two areas: 1) findings from recent research regarding emergency evacuation from transportation vehicles; and 2) a field trip for participants to experience the challenges of egress for an overturned commuter rail car and a crash-damaged rail transit car in a subway tunnel environment. A Roll-Over Rig (ROR) Simulator was used to demonstrate commuter rail car egress during the TRB Workshop. KW - Emergency exits KW - Emergency management KW - Evacuation KW - Passenger cars KW - Railroad cars KW - Railroad simulators KW - Rapid transit cars UR - http://www.fra.dot.gov/Elib/Document/126 UR - http://ntl.bts.gov/lib/45000/45700/45778/RR_Passenger_Rail_Car_Egress_TRB_Workshop_final.pdf UR - https://trid.trb.org/view/1128260 ER - TY - RPRT AN - 01470776 AU - Federal Railroad Administration AU - Meteorcomm LLC TI - ITCR 1.0 STI-CO Wayside and Base Station Intermod Final Report PY - 2011/10/24/Final Report SP - 64p AB - This is the initial effort to determine if intermodulation products/interference could affect the positive train control (PTC) 220 MHz band at or near several wayside and base station sites. A few Burlington Northern Santa Fe (BNSF) sites where PTC 220 MHz radio systems will be installed in the future were selected by MCC: BNSF CP Boeing and BNSF CP Rhodes, signal sites with multiple track circuits, switch control equipment, and centralized train control (CTC) system; BNSF CP Titlow, signal site with multiple track circuits, switch control equipment, and CTC system, interconnected through a 160 MHz ARES radio; BNSF FED Site with Dragging Equipment Detectors and 45 MHz, 100 watts digital radio; and BNSF Auburn Base Station, co-located and sharing tower with two cellular telephone companies. Many different types of antennas on the tower, and various types of fixed communications systems share the BNSF bungalow with three 160 MHz radios: dispatch on main line Tacoma – Seattle; local yard and dispatch on branch to Stampede Pass, and one ARES radio for signals. Several instruments were used to monitor the PTC 220 MHz band while equipment in each site was operated, track switches opened and closed, and base station 160 MHz and other radios transmitted. No significant evidence of intermodulation/interference was detected on any of the sites. Additional testing for longer periods of time at some sites is planned to acquire more information to complete this effort. KW - Base stations KW - Positive train control KW - Radio equipment KW - Radio frequency interference KW - Testing KW - Wayside signals UR - http://www.fra.dot.gov/Elib/Document/2805 UR - https://trid.trb.org/view/1238784 ER - TY - RPRT AN - 01361067 AU - Baker Botts L.L.P. AU - Federal Railroad Administration TI - Study of Existing Legal Protections for Safety-Related Information and Analysis of Considerations for and Against Protecting Railroad Safety Risk Reduction Program Information PY - 2011/10/21 SP - 68p AB - There is substantial support for protecting railroad safety risk information from use in civil litigation involving claims for personal injuries or wrongful death. This would serve the broader public interest. In the past, in connection with a variety of similar programs, Congress has found it in the public interest to place explicit statutory limitations on the disclosure and use of information compiled or collected for use by the Federal government. The Rail Safety Improvement Act 's (RSIA’s) railroad safety risk reduction programs implicate public interest considerations similar to those Congress has protected through other statutory limitations on the use of information in civil litigation or discovery, and those provisions have been upheld by the courts. As discussed in many of the comments submitted to the Federal Railroad Administration (FRA), it is likely that limiting the use of information collected as part of a railroad safety risk reduction program in discovery or litigation would serve the broad public interest by encouraging and facilitating the timely and complete disclosure of safety-related information to FRA. Such a rule is likely to remove a significant obstacle that could prevent the development of candid and effective railroad safety plans. FRA’s statutory duty is ultimately to protect the broader public interest in improving and ensuring rail safety through effective railroad safety risk reduction program plans, and that broad public interest outweighs the individual interests of future litigants who may assert damage claims against railroads.Accordingly, after balancing all of the considerations that bear upon the public interest, this Study concludes that the balance weighs in favor of adopting rules prohibiting the admissibility or discovery of information compiled or collected for FRA railroad safety risk reduction programs in a civil action where a plaintiff seeks damages for personal injury or wrongful death. KW - Civil defense KW - Courts KW - Information dissemination KW - Injuries KW - Litigation KW - Rail Safety Improvement Act of 2008 KW - Railroad safety UR - http://www.hsdl.org/?view&did=691273 UR - https://trid.trb.org/view/1126753 ER - TY - RPRT AN - 01361216 AU - Carolan, Michael AU - Jacobsen, Karina AU - Llana, Patricia AU - Severson, Kristine J AU - Perlman, Benjamin AU - Tyrell, David AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Technical Criteria and Procedures for Evaluating the Crashworthiness and Occupant Protection Performance of Alternatively Designed Passenger Rail Equipment for Use in Tier I Service PY - 2011/10 SP - 177p AB - Criteria and procedures have been developed for assessing crashworthiness and occupant protection performance of alternatively designed trainsets to be used in Tier I (not exceeding 125 mph) passenger service. These criteria and procedures take advantage of the latest technology in rail equipment crashworthiness and include aspects that are fundamentally different from current regulations, such as the scenario-based train-level requirements, which have no counterpart in Federal Railroad Administration (FRA)‘s current Tier I regulations. Numerical values of the pass/fail criteria have been selected to provide an equivalent level of crashworthiness as the current Tier I regulations. For example, while the occupied volume integrity requirements have been relaxed from the current regulations, the criteria for preservation of the occupied volume for a collision with a locomotive-led train have been added to compensate. In other cases, such as roof integrity, the existing regulations can be applied to alternative equipment. KW - Crashworthiness KW - Equipment KW - Multiple unit trains KW - Passenger trains KW - Procedures KW - Railroad safety KW - Regulations KW - Standards KW - Technological innovations KW - Waivers UR - http://www.fra.dot.gov/Elib/Document/90 UR - http://ntl.bts.gov/lib/43000/43000/43066/DOT_FRA_ORD-11_22.pdf UR - https://trid.trb.org/view/1126770 ER - TY - RPRT AN - 01361210 AU - Federal Railroad Administration TI - Railroad Industry Modal Profile: An Outline of the Railroad Industry Workforce Trends, Challenges, and Opportunities PY - 2011/10//Release_v3.0 SP - 48p AB - The Department of Transportation (DOT) has initiated a National Workforce Development Strategy team, with representatives from each mode to establish a single DOT-wide profile of the Transportation Industry workforce. The profile will highlight the needs across the Department and the industry each mode represents. The Federal Railroad Administration (FRA) has identified a team to represent FRA on the DOT team and to develop a rail industry-wide workforce strategy. To provide an overview of the railroad industry and workforce, as well as specific workforce issues, extensive research and topical interviews were conducted with representatives of the railroad industry including Class I railroads, labor unions, short line railroads, major associations, academia, and specialty experts. The railroad industry, as defined in this document, consists of Class I freight and passenger rail, short line railroads, labor unions, major associations, and academia. This document serves as a central living repository for descriptive data pertinent to the broad railroad industry workforce. This document must be revisited periodically to ensure accuracy due to the dynamic nature of the railroad industry and its sensitivity to numerous market factors. As information changes, this document will be updated and republished. It is anticipated that a formal document update will be published at least once annually. KW - Freight trains KW - Industry structure KW - Labor force KW - Labor unions KW - Passenger trains KW - Railroad transportation KW - Short line railroads KW - Strategic planning UR - http://www.fra.dot.gov/eLib/Details/L01294 UR - https://trid.trb.org/view/1126782 ER - TY - RPRT AN - 01361136 AU - Smith, Brian AU - Brosseau, Joseph AU - Dasher, Jeremy AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Passenger Train Braking Model Development - Phase I PY - 2011/10 SP - 58p AB - Transportation Technology Center, Inc., identified the requirements for developing a passenger train braking performance model, which herein results in submission of a stand-alone model requirements document, a summary of responses to an industry survey of passenger equipment and brake hardware, and suggestions to move forward with a passenger train braking performance model capable of evaluating positive train control braking enforcement algorithms. KW - Algorithms KW - Braking performance KW - Control devices KW - Evaluation and assessment KW - Mathematical models KW - Passenger trains KW - Positive train control KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/91 UR - https://trid.trb.org/view/1126772 ER - TY - SER AN - 01363957 JO - Research Results PB - Federal Railroad Administration TI - Testing Algorithms for a Passenger Train Braking Performance Model PY - 2011/09 SP - 4p AB - The Federal Railroad Administration’s Office of Research and Development funded a project to establish a performance model to develop, analyze, and test positive train control (PTC) braking algorithms for passenger train operations. With a good braking algorithm to predict accurate stopping distances from PTC system enforcement, railroad operational efficiency will not be degraded. The first phase of work focused on three specific tasks: (1) developing the requirements for the passenger air brake control valve and associated model components; (2) surveying passenger and commuter agencies in the United States to determine what brake system hardware they currently use; and (3) establishing a plan to develop the brake system model components and passenger train brake model. Given the urgency of implementing PTC within mandated deadlines (2012 in California and 2015 elsewhere), the Transportation Technology Center, Inc., was also tasked with evaluating whether an empirical model could be developed and ready to use in less time than the development of a more detailed, scientifically pure model. Output from this effort includes a requirements specification document for design of a passenger train braking performance model. The report also includes a summary of the survey of passenger operators on braking hardware currently in use. One conclusion of the project is that a stand-alone model focused on passenger braking systems would be the best and most easily available tool for industry use. A list of proposed steps of how to move the effort forward was also submitted. KW - Air brakes KW - Algorithms KW - Braking performance KW - Computer models KW - Control valves KW - Passenger trains KW - Positive train control UR - http://www.fra.dot.gov/Elib/Document/127 UR - https://trid.trb.org/view/1132756 ER - TY - RPRT AN - 01361190 AU - Aglan, Heshmat A AU - Tuskegee University AU - Federal Railroad Administration TI - Fatigue Crack Growth and Fracture Behavior of Bainitic Rail Steels PY - 2011/09 SP - 57p AB - The microstructure–mechanical properties relationships, fracture toughness, fatigue crack growth and fracture surface morphology of J6 bainitic, manganese, and pearlitic rail steels were studied. Microstructure–mechanical properties correlation of the three rail steels under consideration revealed that the bainitic rail steel has the highest mechanical properties as compared with austenitic manganese steel (AMS) and pearlitic rail steels. AMS shows very few signs of being work hardened or toughened, which usually increases the mechanical properties of the material. In pearlite, the microstructure has more detailed features that contribute to its mechanical properties. The bainitic steel has more alloying elements that when mixed, create so many dislocations that the dislocations cannot move against each other. This is where bainitic steel derives its strength. Fracture toughness analysis (KIc) of the three rail steels, namely bainitic, manganese and pearlitic was performed. A valid KIc was determined for the pearlitic and bainitic steels based on the American Society of Testing and Materials (ASTM) E399 criteria. It was found that the pearlitic steel had an average KIc of 41 MPa √m and the bainitic steel had an average value of 52 MPa √m. The manganese steel displayed elastic–plastic behavior, with a dominant plastic component. This invalidated the criteria of standard ASTM E399 and therefore a KIc could not be calculated. An approximate value for the energy release rate (680 kJ/m2 ), based on ASTM standard E1820-01, was calculated instead for the manganese steel. KW - Alternatives analysis KW - Austenite KW - Bainitic rails KW - Bainitic steels KW - Fatigue cracking KW - Fracture properties KW - Manganese KW - Mechanical properties KW - Microstructure KW - Pearlitic steel KW - Rail steel KW - Structural analysis UR - http://www.fra.dot.gov/Elib/Document/93 UR - http://ntl.bts.gov/lib/43000/43100/43122/TR_Fatigue_Crack_Growth_final.pdf UR - https://trid.trb.org/view/1126848 ER - TY - RPRT AN - 01361065 AU - Kasturi, Kash AU - Samavedam, Gopal AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Full-Scale Locomotive Dynamic Crash Testing and Correlations: C-39 Type Locomotive Colliding with a Loaded Hopper Car (Test 7) PY - 2011/09//Final Report SP - 34p AB - This report presents the results of a locomotive and three loaded hopper car consist traveling at 29 miles per hour colliding with a stationary consist of 35 loaded hopper cars. The details of test instrumentation, LS-DYNA finite element simulation, conducting of the test, and correlations between the simulation results and test data are presented. The test was fully instrumented and included high-speed video of the collision event. The test resulted in the override of the locomotive over the hopper car consist. KW - Crashes KW - Finite element method KW - Hopper cars KW - Impact tests KW - Locomotives KW - Underride override crashes UR - http://www.fra.dot.gov/Elib/Document/96 UR - http://ntl.bts.gov/lib/43000/43000/43088/TR_Full-Scale_Locomotive_Dynamic_Test7.pdf UR - https://trid.trb.org/view/1126778 ER - TY - RPRT AN - 01360981 AU - Samavedam, Gopal AU - Kasturi, Kash AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Full-Scale Locomotive Dynamic Collision Testing and Correlations: Offset Collisions between a Locomotive and a Covered Hopper Car (Test 4) PY - 2011/09//Final Report SP - 44p AB - This report presents the test results and finite element correlations of a full-scale dynamic collision test with rail vehicles as part of the Federal Railroad Administration’s research program on improved crashworthiness of locomotive structures. This test involved the 30-mile per hour oblique collision of a locomotive with a stationary covered hopper car fouling the locomotive’s right-of-way. The test used an SD70-MAC locomotive. The locomotive and the cars in its consist were fully instrumented with accelerometers, strain gauges, and anthropomorphic test dummies. High-speed photography was used to record the events. This report presents the test data and the dynamic finite element modeling results. Reasonable agreement has been found in the dynamic event sequence correlations and the structural damage to the front end of the locomotive. KW - Accelerometers KW - Crashes KW - Crashworthiness KW - Dummies KW - Finite element method KW - Hopper cars KW - Locomotives KW - Prototype tests KW - Strain gages UR - http://ntl.bts.gov/lib/43000/43000/43087/TR_Full-Scale_Locomotive_Dynamic_Test4.pdf UR - https://trid.trb.org/view/1126776 ER - TY - RPRT AN - 01360937 AU - Samavedam, Gopal AU - Kasturi, Kash AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Full-Scale Locomotive Dynamic Crash Testing and Correlations: Locomotive Consist Colliding with Steel Coil Truck at Grade Crossing (Test 3) PY - 2011/09//Final Report SP - 37p AB - This report presents the test results and finite element correlations of a full-scale dynamic collision between a locomotive and a highway truck loaded with two heavy steel coils. The locomotive consist was moving at 58 miles per hour before it struck a highway truck carrying heavy steel coils. The test showed significant damage to the locomotive front end, the collision posts and the firewall. The locomotive and the cars in its consist were fully instrumented with accelerometers, strain gauges, and anthropomorphic test dummies. High-speed photographic coverage of the events was also employed. The report presents the test data and the dynamic finite element modeling results. KW - Accelerometers KW - Crashes KW - Crashworthiness KW - Dummies KW - Finite element method KW - Locomotives KW - Railroad grade crossings KW - Strain gages KW - Trucks UR - http://www.fra.dot.gov/Elib/Document/94 UR - http://ntl.bts.gov/lib/43000/43000/43086/TR_Full-Scale_Locomotive_Dynamic_Test3.pdf UR - https://trid.trb.org/view/1126781 ER - TY - SER AN - 01359619 JO - Research Results PB - Federal Railroad Administration AU - Maal, Luis AU - Carr, Gary AU - Federal Railroad Administration TI - Effect of Missing or Broken Fasteners on Gage Restraint of Concrete Ties PY - 2011/09 SP - 4p AB - From 2009 to 2010, the Transportation Technology Center, Inc., measured the gage restraint of a mainline concrete tie track affected by missing or broken fasteners. Measurements were taken at the Facility of Accelerated Service Testing (FAST) and in revenue service. A concrete tie rail fastener provides gage restraint by holding down the base of the rail with tie clips and by holding the sides in place with insulators pressing against the base of the rail. Missing or broken fasteners can reduce the track’s gage strength. This research showed the following: Missing or broken field side clips were found to have less effect on gage restraint than missing or broken gage side clips. However, missing field side insulators had a greater effect on gage restraint than missing gage side insulators. Gage side clips appeared to play a bigger role than field side clips in preventing gage widening as a result of rail roll. In contrast, field side insulators had a bigger role than gage side insulators in resisting gage widening because of rail translation. It took eight consecutive ties missing only clips or insulators to reduce gage restraint below the maximum limit. When both clips and insulators were missing, however, it took only three consecutive ties to reduce gage restraint below the maximum limit. The research presented in this report addresses one of the concerns for the performance of concrete ties under heavy axle load (HAL) train operations, including missing or broken fasteners, rail seat abrasion, pad wear, loss of toe load (hold-down force), improper fastener configuration, and excessive lateral rail movement. KW - Concrete ties KW - Fracture mechanics KW - Gage (Rails) KW - Gage restraint KW - Rail fasteners UR - http://www.fra.dot.gov/Elib/Document/128 UR - https://trid.trb.org/view/1125326 ER - TY - RPRT AN - 01513373 AU - United States Federal Railroad Administration TI - California high-speed train project, Fresno to Bakersfield section : environmental impact statement PY - 2011/08//Volumes held: Draft(3v), Dsup KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1297697 ER - TY - RPRT AN - 01361130 AU - Morgan, Richard AU - Mauger, Dave AU - Brosseau, Joseph AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Vital Positive Train Control Research and Development - Final Report PY - 2011/07//Final Report SP - 77p AB - The Transportation Technology Center, Inc. (TTCI), in cooperation with the Federal Railroad Administration (FRA), the Railroad Research Foundation (RRF), and the Mission Systems and Sensors (MS2) Division of the Lockheed Martin Corporation (LMC), conducted research and development (R&D) activities for a safety-critical, communications-based train control (CBTC) system. The system R&D was performed under the Vital Positive Train Control (V-PTC) project, and the goal of the project was to field test a fully functional vital PTC system that could be used in revenue service operations. Jointly, TTCI and LMC accomplished activities related to active field testing of the V-PTC system using the track and related facilities at TTC. Test results show significant development success. KW - Field tests KW - Positive train control KW - Research and development KW - Technological innovations KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/98 UR - https://trid.trb.org/view/1126924 ER - TY - RPRT AN - 01354586 AU - Al-Nazer, Leith AU - Raslear, Thomas AU - Patrick, Carlo AU - Gertler, Judith AU - Choros, John AU - Gordon, Jeffrey AU - Marquis, Brian AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Track Inspection Time Study PY - 2011/07 SP - 106p AB - Section 403 of the Rail Safety Improvement Act of 2008 (RSIA) requires the Secretary of Transportation to conduct a study of the track inspection process. This report describes a study conducted by the Federal Railroad Administration (FRA), on behalf of the Secretary, in response to the requirement in Section 403 of the RSIA. To successfully fulfill this congressional mandate, FRA believed it was necessary to obtain a "snapshot" of the current track inspection process. A survey of a random sample of actively working track inspectors, as well as interviews with labor union officials and various levels of railroad management, provided the necessary information. FRA also compiled data related to track defects identified by FRA track inspectors over a 4-year period (2006–2009). This data provides an indication of the most prevalent defects as well as those that industry track inspectors fail to identify. In addition to the collection of survey data, interview data, and FRA track defect data, an "ideal observer" model was constructed for visual track inspection. The ideal observer model provides a theoretical upper limit, based on previously compiled empirical data, on how well the best possible observer can perform. KW - Data collection KW - Defects KW - Inspection KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Railroad tracks UR - http://www.fra.dot.gov/Elib/Document/97 UR - https://trid.trb.org/view/1118152 ER - TY - RPRT AN - 01368686 AU - Federal Railroad Administration TI - Station Area Planning for High-Speed and Intercity Passenger Rail PY - 2011/06 SP - 16p AB - This station area planning document is a reference tool for State transportation departments and local and regional jurisdictions working in partnership with transportation agencies implementing high-speed and intercity passenger rail (HSIPR) projects. The Federal Railroad Administration (FRA) encourages dialogue with Federal, State, regional, and local partners on ways to better integrate passenger transport and land use. FRA has included topics, concepts, and ideas to assist local jurisdictions and others accomplish successful station area planning and achieve an optimal integration of the station in its context — to ensure ridership growth and capture livability, sustainability, and economic benefi ts. Rail stations will differ depending on their location — downtown, airport transfer, suburban, and small town. While every station area is unique and should refl ect local context, culture and climate, some common principles apply to the creation of forms and public spaces regardless of location. This document offers three such principles along with recommended strategies for the creation of places that invite people to stay and enjoy, and that enhance the economy and sustainability of the region. KW - Context sensitive design KW - Economic benefits KW - High speed rail KW - Intercity passenger rail KW - Land use planning KW - Passenger terminals KW - Railroad stations KW - Strategic planning KW - Sustainable development UR - http://www.fra.dot.gov/eLib/Details/L03759 UR - https://trid.trb.org/view/1137255 ER - TY - RPRT AN - 01354649 AU - Begley, Richard AU - Rahall Appalachian Transportation Institute AU - Federal Railroad Administration AU - CSX Transportation AU - Research and Innovative Technology Administration TI - Integrated Track Infrastructure Assessment Tools PY - 2011/06//Final Report SP - 7p AB - The Federal Railroad Administration’s (FRA) Office of Research and Development sponsored a project to further the development of a mobile track surveying system that utilizes Real Time Kinematic (RTK) GPS technology for comparing track alignments over time; and, develop its capabilities to integrate with additional instruments used during routine track inspections. A light weight, modular steel frame was designed and fabricated with the capability of mounting contact and non-contact instruments for measuring gage, cross level, etc. and combined with a hardware and software system developed to allow these data streams to be synchronized with the hi-rail mounted GPS data stream. The system was designed to: “plug and play” different instruments; display the data on a lap top computer in real time; and, download data on demand. Several dozen surveys were conducted both on and off the tracks to refine the data collection and processing steps utilizing an evolving GPS Virtual Reference System (VRS) along the border of Ohio and West Virginia for GPS augmentation purposes. The surveys were conducted on track segments ranging from 5 to 116 miles over a two year time period; and, a suite of software tools were customized as needed for track alignment modeling, in addition to facilitating quick comparisons between multiple surveys. Results demonstrate the repeatability of GPS measurements augmented via a VRS at typical hi-rail speeds and their potential for evaluating track positional behavior over time. Integration of the multiple instrument data streams was successful after procedures were developed to permit the output of the GPS data stream to non-brand equipment. This enabled positional accuracies of 2 cm for gage and cross level measurements to be recorded at speeds up to 35 mph. KW - Data collection KW - Evaluation and assessment KW - Global Positioning System KW - Inspection cars KW - Kinematics KW - Railroad tracks KW - Railroad traffic KW - Railroad transportation KW - Real time information UR - http://www.njrati.org/wp-content/plugins/research_projects/reports/TRP%2009-03.pdf UR - https://trid.trb.org/view/1118176 ER - TY - RPRT AN - 01509716 AU - United States Federal Railroad Administration TI - Tupelo railroad relocation planning and environmental study : environmental impact statement PY - 2011/05//Volumes held: Draft KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/1294040 ER - TY - SER AN - 01475729 JO - Research Results PB - Federal Railroad Administration AU - Maal, Luis AU - Carr, Gary AU - Federal Railroad Administration TI - Heavy Axle Load Revenue Service Mud-Fouled Ballast Investigation PY - 2011/05 SP - 4p AB - Transportation Technology Center, Inc., investigated the track substructure at three Norfolk Southern mainline sites to determine the root causes of localized mud-fouled ballast deterioration and associated track roughness. Mud clogs the ballast that supports the roadbed, which prevents effective drainage of water. Track roughness occurs over time as a track’s geometry is degraded by the dynamic forces of train wheels on the rail. The similarity in underlying conditions indicated that mud spots can rapidly develop on tracks that visually appear to have a clean and well functioning ballast section. Maintenance activities such as cribbing to remove fouled ballast between ties, surfacing, and ballast undercutting/cleaning to depths of 12 inches (in) or less are commonly used to deal with muddy ballast conditions. However, these methods do not necessarily restore adequate permeability of the ballast layer. Installing cross drains or ballast renewals that are deeper than 12 in below the ties may be required to restore the lateral drainage path. KW - Ballast (Railroads) KW - Deterioration by environmental action KW - Drains KW - Inspection KW - Investigation of structure KW - Mud KW - Norfolk Southern Railway Company KW - Railroad tracks KW - Roughness UR - http://www.fra.dot.gov/Elib/Document/131 UR - https://trid.trb.org/view/1244645 ER - TY - SER AN - 01475721 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas G AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Train and Engine Employees in Passenger Operations PY - 2011/05 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Research and Development sponsored a project to study the work schedules and sleep patterns of U.S. railroad train and engine (T&E) employees in passenger operations. A prior study of all T&E employees, both passenger and freight, had an inadequate number of T&E workers in passenger service to make meaningful conclusions about this subgroup of T&E workers, so the present study was undertaken. FRA used the results of this study to inform proposed regulations for revised Hours of Service regulations. Effectiveness measures, based on the Sleep, Activity, Fatigue, and Task Effectiveness (SAFTE) model, indicate that passenger T&E employees, regardless of the type of assignment, work at an acceptable effectiveness level more than 97 percent of their work time. Effectiveness at both the beginning and end of a work assignment decreases as the number of consecutive days on the job increases. KW - Conductors (Trains) KW - Employees KW - Fatigue (Physiological condition) KW - Hours of labor KW - Locomotive engineers KW - Passenger trains KW - Railroad commuter service KW - Railroads KW - Sleep disorders KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/129 UR - https://trid.trb.org/view/1244644 ER - TY - RPRT AN - 01354566 AU - Hursh, Steven R AU - Fanzone, Joseph F AU - Raslear, Thomas G AU - Institutes for Behavior Resources AU - Federal Railroad Administration TI - Analysis of the Relationship between Operator Effectiveness Measures and Economic Impacts of Rail Accidents PY - 2011/05 SP - 36p AB - Data from 350 human factors (HFs)-related accident and 958 non-HFs-related U.S. rail accidents from January 1, 2003, through May 31, 2003, were analyzed for relationship between accident cost and crew performance effectiveness scores as estimated by the Sleep, Activity, Fatigue, and Task Effectiveness (SAFTE) biomathematical fatigue model. Property damage data was augmented by casualty cost using a combination of fatality costs and injury costs based on relationship between lost workdays and the Maximum Abbreviated Injury Scale. Preliminary analysis prompted grouping of accidents into groups based on crew effectiveness scores. Relative accident risk and relative economic risk were computed for each bin. Estimated relative economic risk (damage and casualty cost) of an HF was more than quadrupled for crew effectiveness scores at or below 70, increased by a factor of 5 when scores were at or below 77 and reduced by a factor of 4 when scores were above 90. Estimated relative accident risk of an HF increased by 62 percent when effectiveness was at or below 70 and reduced by approximately 30 percent when effectiveness was above 90. Average total cost of accidents decreased exponentially as effectiveness increased from below 70 to above 90; average total cost when effectiveness was at or below 70 was more than triple the overall average cost and quadruple the average cost when effectiveness was greater than 90. Results further validate the SAFTE for estimating work related fatigue risk. KW - Costs KW - Economic impacts KW - Fatigue (Physiological condition) KW - Fatigue models KW - Human factors KW - Mathematical models KW - Railroad crashes KW - Risk analysis KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/99 UR - https://trid.trb.org/view/1118154 ER - TY - SER AN - 01349378 JO - Research Results PB - Federal Railroad Administration AU - Jimenez, Rafael AU - Li, Dingqing AU - McDaniel, Russell TI - Performance of Plastic Composite Ties in Revenue Service PY - 2011/05 SP - 4p AB - Two types of plastic composite ties were tested on a 6.8-degree curve at the Norfolk Southern (NS) Railway eastern mega site between Narrows and Bluefield, WV. This test was part of the Heavy Axle Load (HAL) Revenue Service Test Program funded by the Association of American Railroads and the Federal Railroad Administration (FRA). From November 2004 to May 2010, the test ties were subjected to 282 million gross tons (MGT) of mostly HAL traffic and were capable of supporting HAL traffic with acceptable performance. There were no problems related to track geometry, gage strength, tie plate cutting, cut spike uplift, or fastening system component failure. In April 2009, after approximately 230 MGT, the entire test curve was regaged because of wide gage in the adjacent wood tie spirals of the same curve. The plastic composite ties did not exceed wide gage limits. Results from measurements taken with a light track loading fixture and FRA’s T-18 gage restraint measurement system test vehicle indicated that although gage strength degradation and gage widening were slightly higher in the plastic composite ties than in the wood ties, the trends were similar to wood ties. Plastic composite ties tend to have lower bending stiffness and lower toughness, as compared with wood ties. A total of five plastic composite ties from one supplier broke during the test. After 212 MGT, one tie broke near its center at a void in the plastic composite material. Near the end of the test, four more ties broke along the cut spike plane as a result of a wedging force created as the spikes were inserted into hard synthetic tie plugging material. Pilot holes for cut spikes reduced the occurrence of cracks and plastic composite material buildup between the plate and the top of the plastic composite ties during spike insertion. KW - Composite materials KW - Cracking KW - Field tests KW - Fracture properties KW - Gage (Rails) KW - Heavy axle loads KW - Norfolk Southern Railway Company KW - Plastics KW - Railroad ties KW - Strength of materials KW - Widening UR - http://www.fra.dot.gov/Elib/Document/130 UR - https://trid.trb.org/view/1108836 ER - TY - RPRT AN - 01361240 AU - Chaudhary, Mina AU - Hellman, Adrian AU - Ngamdung, Tashi AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Railroad Right-of-Way Incident Analysis Research PY - 2011/04 SP - 46p AB - Locations of railroad right-of-way incidents in this research were identified as hotspots. These can be defined as highway-rail grade crossings or locations along the railroad right-of-way where collision or trespassing risk is unacceptably high and intervention is justified because the potential safety benefits exceed the cost of intervention. This project categorizes the hotspots as grade crossing and trespass incident hotspots. Mathematical models and theories are researched to see which ones may be used in identifying the hotspots. For the analysis of grade crossing incident hotspots, the Transport Canada model is modified to accommodate United States data and is applied to a sample of grade crossing incidents from 2003 to 2007 in the San Joaquin corridor in California. In analyzing trespass incident hotspots, the theory of cluster analysis, a type of spatial analysis, was researched. It appears that cluster analysis, used in conjunction with a geographic information system platform, would be a beneficial way of analyzing and predicting trespass hotspots. KW - Cluster analysis KW - Crash data KW - Crash risk forecasting KW - Crashes KW - Geographic information systems KW - High risk locations KW - Mathematical models KW - Mathematical prediction KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic control KW - Right of way (Land) KW - San Joaquin County (California) KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/100 UR - http://ntl.bts.gov/lib/38000/38400/38477/DOT-VNTSC-FRA-09-11.pdf UR - https://trid.trb.org/view/1126927 ER - TY - SER AN - 01342030 JO - Research Results PB - Federal Railroad Administration TI - Performance of Elastic Fasteners on an 8-Degree Curve in Revenue Service PY - 2011/04 SP - 4p AB - A test of elastic rail fastening systems was conducted on an 8-degree curve in the Norfolk Southern (NS) Mega Site as part of the Revenue Service Test Program, which is jointly sponsored by the Association of American Railroads and the Federal Railroad Administration (FRA). From June 2005 to January 2010, two types of elastic fasteners (AirBoss and NorFast) were tested and subjected to 260 million gross tons of mostly heavy axle load (HAL) traffic. Their performances were compared with an NS-standard cut-spike fastening system. The elastic fastening systems tested outperformed the cut-spike system based on the gage strength test results: (1) The two sections of wood-tie track fitted with the elastic fastening systems and screw spikes provided three times higher gage strength than the track fitted with the NS-standard cut-spike system; and (2) The elastic fastener test zones did not use additional gage restraint hardware; however, two gage rods were installed in the cut-spike control zone in May 2009. The lateral rail restraint measured in the elastic fastener zones was over three times higher than in the cut-spike control zone. The lateral deflection on the low rail measured throughout the cut-spike control zone, under HAL cars operating at track-speed, was almost twice that measured on the same rail in the elastic fastening system zones. Eleven of the 360 NorFast rail clips were fractured under the rail clip keeper portion of the tie plates. The results of the laboratory test on NorFast rail clip samples from the installations at the Facility for Accelerated Service Testing and the mega site showed that these fractures were incidental, and removal was not necessary. Cut-spike uplift of more than 1 inch occurred in almost 4 percent of the spikes in the cut-spike control zone (five spikes per tie plate). In the elastic fastener zones (four screw spikes per tie plate), none of the Lewis Bolt & Nut screw spikes significantly uplifted or fractured during the test. KW - Elastic fasteners KW - Field tests KW - Heavy axle loads KW - Lateral deflection KW - Norfolk Southern Railway Company KW - Performance KW - Rail fasteners KW - Strength of materials UR - http://www.fra.dot.gov/Elib/Document/132 UR - https://trid.trb.org/view/1104547 ER - TY - SER AN - 01475758 JO - Research Results PB - Federal Railroad Administration AU - Jones, Mike AU - Andres, Bob AU - Federal Railroad Administration AU - Ergonomic Engineering, Incorporated TI - Joint Loading and Muscle Activity in the Lower Body while Walking on Ballast PY - 2011/03 SP - 4p AB - This study was a collaboration between university and industry researchers (2010), with data collected at the University of Mississippi. The project was a follow-up to a pilot project that found rearfoot motion (side-to-side motion of the ankle joint looked at from the rear) increased by 58 percent if subjects walked on mainline ballast (MB) instead of no ballast (NB), whereas rearfoot motion did not significantly differ between WB and NB. The pilot project supported a policy of placing walking ballast (WB) in locations where railroad employees must walk as part of their jobs. The 2010 study extended the findings beyond the ankles to the hips and knees as well. Twenty healthy adult men walked along three different pathways (NB, WB, MB) while full-body motion, ground reaction forces, and electromyographic (EMG) signals were collected from the lower extremity muscles. Three-dimensional joint moments were calculated, and moment trajectory ranges, muscle activity (measured by EMG), and temporal gait measures were investigated. The conclusion reached was that walking on ballast increases muscle activation to control the loading or stress at the joints of the lower extremities. Even with a slower, more cautious gait on MB, larger moment profiles occurred compared with WB, and greater co-contraction occurred compared with WB and NB. The current results suggest that increased efforts to place WB where walking occurs and to maintain those surfaces will increase safety and decrease demands on the musculoskeletal systems of railroad employees. KW - Ballast (Railroads) KW - Biophysics KW - Employees KW - Health KW - Joints (Anatomy) KW - Motion KW - Muscles KW - Musculoskeletal system KW - Railroads KW - Walking UR - http://www.fra.dot.gov/Elib/Document/133 UR - https://trid.trb.org/view/1244646 ER - TY - RPRT AN - 01451184 AU - United States Federal Railroad Administration TI - DesertXpress high-speed passenger train : environmental impact statement PY - 2011/03//Volumes held: Draft(2v), Supplement to the draft(2v), Final(2v),Fsum,Maps B1 KW - Environmental impact statements UR - https://trid.trb.org/view/1219728 ER - TY - RPRT AN - 01381117 AU - Horton, S M AU - Federal Railroad Administration TI - Safety of highway-railroad grade crossings: public education and enforcement research study: Macomb, Illinois analysis PY - 2011/03 SP - 36p AB - The Public Education and Enforcement Research Study (PEERS) was a collaborative effort between the Federal Railroad Administration, the Illinois Commerce Commission, and local communities in the State of Illinois. This project was designed to promote safety at highway-rail grade crossings. The role of the John A. Volpe National Transportation Systems Center was to monitor and evaluate highway-rail grade crossings in Illinois communities using video data collection, while the communities conducted education and enforcement campaigns. The effectiveness of the programs was determined by counting the number of motorists and pedestrians that violated the crossing warning devices during three project phases. In 2006, results from one community, Arlington Heights, were published. This report focuses on the effectiveness of the PEERS programs in Macomb, IL, and compares the results to Arlington Heights. In Arlington Heights, overall violations were reduced nearly 31 percent, and the most risky pedestrian violations were reduced 76 percent. In Macomb, there were few pedestrian violations, but overall violations still increased slightly during the study. The variations in the effectiveness of the education and enforcement campaigns were accounted for by the differences in the communities and the way in which the program was implemented. KW - Accident countermeasure KW - Driver KW - Drivers KW - Field studies KW - Field study KW - Illinois, USA KW - Level crossing KW - Offender KW - Offenders KW - Pedestrian KW - Pedestrians KW - Railroad grade crossings KW - Road user education KW - Safe systems (road users) KW - Traffic safety KW - Traffic safety education UR - https://library.villanova.edu/Find/Record/1398838 UR - https://trid.trb.org/view/1149033 ER - TY - RPRT AN - 01361230 AU - Horton, Suzanne M AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Public Education and Enforcement Research Study - Macomb, Illinois, Analysis PY - 2011/03 SP - 44p AB - The Public Education and Enforcement Research Study (PEERS) was a collaborative effort between the Federal Railroad Administration, the Illinois Commerce Commission, and local communities in the State of Illinois. This project was designed to promote safety at highway-rail grade crossings. The role of the John A. Volpe National Transportation Systems Center was to monitor and evaluate highway-rail grade crossings in Illinois communities using video data collection, while the communities conducted education and enforcement campaigns. The effectiveness of the programs was determined by counting the number of motorists and pedestrians that violated the crossing warning devices during three project phases. In 2006, results from one community, Arlington Heights, were published. This report focuses on the effectiveness of the PEERS programs in Macomb, IL, and compares the results to Arlington Heights. In Arlington Heights, overall violations were reduced nearly 31 percent, and the most risky pedestrian violations were reduced 76 percent. In Macomb, there were few pedestrian violations, but overall violations still increased slightly during the study. The variations in the effectiveness of the education and enforcement campaigns were accounted for by the differences in the communities and the way in which the program was implemented. KW - Alternatives analysis KW - Arlington Heights (Illinois) KW - Data collection KW - Evaluation and assessment KW - Illinois KW - Macomb (Illinois) KW - Pedestrian safety KW - Pedestrian violations KW - Railroad grade crossings KW - Railroad safety KW - Safety education KW - Safety programs UR - http://www.fra.dot.gov/Elib/Document/101 UR - http://ntl.bts.gov/lib/37000/37900/37927/DOT-VNTSC-FRA-09-09.pdf UR - https://trid.trb.org/view/1126930 ER - TY - RPRT AN - 01349374 AU - Gertler, Judith AU - DiFiore, Amanda AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Train and Engine Service Employees in Passenger Operations PY - 2011/03//Final Report SP - 88p AB - This report presents the results of a study designed to characterize the work/rest schedules and sleep patterns of U.S. railroad train and engine service (T&E) personnel in passenger service and to examine the relationship between these schedules and fatigue. The methodology was a survey of a random sample of U.S. railroad passenger service T&E personnel who completed a background survey and kept a daily log for 2 weeks. Two-thirds work a “straight thru” schedule, and the remainder is divided between split and extra board assignments. Those with straight thru assignments had the longest workdays, and those with split assignments the shortest. Extrapolation of survey data to 30 days indicated that if new hours of service statutory provisions applicable to T&E personnel in freight service also applied to this group, nearly 20 percent would violate limitations on consecutive days of work. All three work schedule groups obtain similar amounts of daily sleep, but their sleep strategies differ. The split assignment group tends to nap during interim release. The Fatigue Avoidance Scheduling Tool model predicted a small proportion of work time at low effectiveness (high fatigue) levels. Self-ratings of alertness found declines from the start to end of work for straight thru and extra board workers but not those on split assignments. KW - Alertness KW - Conductors (Trains) KW - Fatigue (Physiological condition) KW - Hours of labor KW - Locomotive engineers KW - Passenger trains KW - Railroad commuter service KW - Railroad safety KW - Self evaluation KW - Shifts KW - Sleep KW - Surveys KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/103 UR - https://trid.trb.org/view/1108832 ER - TY - RPRT AN - 01344893 AU - Jeong, D Y AU - Carolan, M E AU - Perlman, A B AU - Tang, Y H AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Deformation Behavior of Welded Steel Sandwich Panels under Quasi-Static Loading PY - 2011/03//Technical Report SP - 71p AB - This report describes engineering studies that were conducted to examine the deformation behavior of flat, welded steel sandwich panels under two quasi-static loading conditions: (1) uniaxial compression; and (2) bending with an indenter. Testing and analysis are conducted to study the force-displacement response of sandwich structures with different core geometries: (1) pipe or tubular cores with outer diameters equal to 2, 3, and 5 in; (2) a 2-inch square diamond core; and (3) a double corrugated core called an X-core with a 5-inch core height. Deformation and local collapse modes of sandwich panels under these loading conditions are also studied. Moreover, the work described in this report represents basic research to investigate the concept of applying welded steel sandwich structures as a means to offer protection to railroad tank cars—especially those carrying hazardous materials—in the event of an accident. KW - Bending KW - Compression KW - Continuous welded rail KW - Deformation KW - Hazardous materials KW - Railroad tracks KW - Railroad traffic KW - Railroad transportation KW - Sandwich panels KW - Static loads KW - Tank cars KW - Weldments UR - http://www.fra.dot.gov/Elib/Document/102 UR - http://ntl.bts.gov/lib/37000/37900/37928/DOT-VNTSC-FRA-10-08.pdf UR - https://trid.trb.org/view/1105253 ER - TY - SER AN - 01475761 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Morrow, Stephanie AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Training and Certification of Work Schedule Managers May Improve Shift Scheduling Practices PY - 2011/02 SP - 4p AB - The Federal Railroad Administration (FRA) Human Factors Research and Development (R&D) Program sponsored the implementation of a strategic job analysis to investigate the job of work schedule managers (WSMs) across a diverse range of industries that employ shiftworkers at around-the-clock operations. Currently, no such position exists in the Dictionary of Occupational Titles or Occupational Information Network (O*NET). A WSM is broadly defined as a person responsible for managing, maintaining, and monitoring the work schedules of shiftworkers across multiple shifts in an organization. The management of shiftwork schedules can vary in complexity across industries and even between divisions in a single organization, depending on the design of the schedule, the number of employees, and the daily schedule maintenance requirements to meet operational needs. The current investigation sought to identify a common set of knowledge and skills needed by WSMs to ensure effective practices in schedule design and maintenance. Interviews with subject matter experts (SMEs) suggest that as WSMs develop and manage work schedules, more emphasis should be placed on mitigating the health and safety risks associated with shiftwork. In addition, most job incumbents (JIs) interviewed did not have the breadth of knowledge needed to fully understand the health and safety effects of poorly designed work schedules. Some JIs expressed a desire to receive more training to better equip their employees with tools and information to manage shiftwork lifestyles. Although most JIs agreed about the importance and significance of their duties and responsibilities as a WSM, it was often an ancillary job. The primary form of training available to WSMs was on-the-job, with scheduling skills most commonly learned through trial and error. Results of this study suggest that disseminating shiftwork research findings and scheduling experiences via formalized training programs can improve JIs' knowledge of effective practices for schedule design and maintenance, thereby minimizing the health and safety risks of shiftwork. This will enhance JIs' skills in assessing the need for and the implementation of schedule changes to better balance productivity and safety without sacrificing the needs of the employees. KW - Abilities KW - Certification KW - Education and training KW - Fatigue (Physiological condition) KW - Fitness for duty KW - Gap analysis KW - Human factors KW - Job analysis KW - Managerial personnel KW - Physical fitness KW - Railroad safety KW - Railroads KW - Selection and appointment KW - Shifts UR - http://www.fra.dot.gov/Elib/Document/134 UR - https://trid.trb.org/view/1244648 ER - TY - SER AN - 01475706 JO - Research Results PB - Federal Railroad Administration AU - Hursh, Steven AU - Gertler, Judith AU - Raslear, Thomas AU - Institutes for Behavior Resources AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Measurement and Estimation of Sleep in Railroad Worker Employees PY - 2011/02 SP - 4p AB - Fatigue risk management systems provide a means to plan for and manage fatigue in round-the-clock operations such as railroading. Biomathematical fatigue models predict opportunities for sleep associated with a work schedule. The accuracy of the predictions depends, in part, upon the accuracy of the sleep estimation. The purpose of this study was to validate the sleep estimation methods used in the Sleep, Activity, Fatigue, and Task Effectiveness (SAFTE) model as implemented in the Fatigue Avoidance Scheduling Tool (FAST). The AutoSleep algorithm incorporated in FAST estimates sleep. The results of predictions from FAST were compared with actual sleep data as recorded by four groups of railroad workers in daily logs over a 2-week period. AutoSleep underestimated sleep for all groups of day railroad workers; however, for night workers, it overestimated sleep for night dispatchers but underestimated sleep for night train and engine service employees. Overall agreement ranged from 92 percent for signalmen to 79 percent for night dispatchers. FAST also provides a measure of effectiveness for each half hour of a work period. Although the efficiency predictions based on AutoSleep estimates of sleep differed from those based on the logbook records, the two estimates did not differ substantially. These findings validate the AutoSleep algorithm as a reasonable method to estimate sleep based on work histories when applying a biomathematical fatigue model such as SAFTE. KW - Algorithms KW - Employees KW - Estimation theory KW - Fatigue (Physiological condition) KW - Fatigue models KW - Mathematical prediction KW - Measurement KW - Railroad safety KW - Railroads KW - Sleep KW - Validation UR - http://www.fra.dot.gov/Elib/Document/135 UR - https://trid.trb.org/view/1244647 ER - TY - RPRT AN - 01337308 AU - Department of Transportation AU - Federal Railroad Administration TI - Amtrak Made Significant Improvements in its Long-Term Capital Planning Process PY - 2011/01/27 SP - 25p AB - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) re-authorized the National Railroad Passenger Corporation (Amtrak) for the years 2009 through 2013. Not since the Amtrak Reform and Accountability Act of 1997 (ARAA) has Amtrak received a multi-year authorization for appropriations to cover its capital spending. As a result, the company has had to develop its capital budget on a year-to-year basis without knowing how much funding Congress would provide. This method of planning has significantly affected Amtrak's ability to maintain safe and reliable infrastructure and equipment, and increased its capital program's annual costs. Amtrak estimates that the State of Good Repair (SOGR) backlog on Amtrak-owned and operated Northeast Corridor (NEC) infrastructure alone is approximately $5.2 billion in fiscal year 2010 dollars. Amtrak also faces the renewal and replacement of an aging equipment fleet, safety and security needs, business improvement initiatives, and compliance with legal requirements such as accessibility for passengers with disabilities. Because Amtrak requires significant Federal funds for its capital program, the House Appropriations Subcommittee on Transportation, Housing and Urban Development, and Related Agencies requested this audit. Our objectives were to determine: (1) Amtrak's five-year capital requirements and how they align with the company's business and strategic goals; (2) how Amtrak prioritizes its capital projects; (3) Amtrak’s capital needs and ability to implement its increased capital budget as a result of the American Recovery and Reinvestment Act (ARRA); and (4) how Amtrak evaluates the performance of its capital projects. Amtrak has established four long-range planning documents that outline the company's long-term capital requirements and align with the company's business and strategic goals. Amtrak prioritizes its capital needs through the use of Decision Lens, a software package that brings transparency to the process and facilitates collaboration among groups with different prioritization needs. Amtrak assessed its capital needs and in a short time-frame reported them in a capital spending plan for the $1.3 billion in funds it received from ARRA. Per ARRA's requirements, the company has allocated a large portion of the grant to its security and life safety programs for projects that will reduce infrastructure vulnerabilities and enhance incident management, such as fire detection and suppression systems. Amtrak developed a measurable performance plan for its capital projects. KW - Amtrak KW - Budgeting KW - Capital expenditures KW - Capital investments KW - Long range planning KW - Needs assessment KW - Passenger Rail Investment and Improvement Act KW - Performance measurement KW - Strategic planning UR - http://www.oig.dot.gov/sites/dot/files/FinalAmtrakCapital.pdf UR - https://trid.trb.org/view/1097287 ER - TY - RPRT AN - 01361241 AU - daSilva, Marco P AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Railroad Infrastructure Trespass Detection Performance Guidelines PY - 2011/01//Final Report SP - 24p AB - The United States Department of Transportation’s John A. Volpe National Transportation Systems Center, under the direction of the Federal Railroad Administration, conducted a 3-year demonstration of an automated prototype railroad infrastructure security system on a railroad bridge in the town of Pittsford, NY [1]. The main objective was to demonstrate a stand-alone, video-based trespass monitoring and deterrent system for railroad infrastructure applications using commercial off-the-shelf technology. The final report, entitled “Railroad Infrastructure Trespassing Detection Systems Research in Pittsford, New York,” details the project location, system technology and operation, system costs, results, potential benefits, and lessons learned. The results indicate this interactive system could serve as a model or prototype railroad infrastructure security system for other railroad rights-of-way or bridges deemed prone to intrusion. Additionally, the authors’ recommendation to develop performance guidelines for this type of system is contained in this document. KW - Demonstration projects KW - Detection and identification systems KW - Deterrents KW - Guidelines KW - Intrusion detection KW - Lessons learned KW - Monitoring KW - Off-the-shelf KW - Pittsford (New York) KW - Prototypes KW - Railroad bridges KW - Railroad safety KW - Right of way (Land) KW - Security KW - Surveillance KW - Technological innovations KW - Trespassers KW - Video UR - http://www.fra.dot.gov/Elib/Document/104 UR - https://trid.trb.org/view/1126934 ER - TY - CONF AN - 01473174 AU - Liana, Patricia AU - Stringfellow, Richard AU - Federal Railroad Administration TI - Preliminary Finite Element Analysis of Locomotive Crashworthy Components PY - 2011 SP - 11p AB - The Office of Research and Development of the Federal Railroad Administration (FRA) and the Volpe Center are continuing to evaluate new technologies for increasing the safety of passengers and operators in rail equipment. In recognition of the importance of override prevention in train-to-train collisions in which one of the vehicles is a locomotive, and in light of the success of crash energy management technologies in cab car-led passenger trains, the Volpe Center seeks to evaluate the effectiveness of components that could be integrated into the end structure of a locomotive that are specifically designed to mitigate the effects of a collision and, in particular, to prevent override of one of the lead vehicles onto the other. A research program is being conducted that aims to develop, fabricate and test two crashworthy components for the forward end of a locomotive: (1) a deformable anti-climber, and (2) a push-back coupler. Preliminary designs for these components have been developed. This paper provides details on the finite element models of the crashworthy components and how the component designs behave in the finite element analyses. The component designs will be evaluated to determine if the requirements have been met, such as the energy absorption capability, deformation modes, and force/crush characteristics. U1 - ASME 2011 Rail Transportation Division Fall Technical ConferenceMinneapolis,Minnesota,United States StartDate:20110921 EndDate:20110922 KW - Crashworthiness KW - Energy absorption KW - Finite element method KW - Locomotives KW - Safety KW - Technological innovations KW - Underride override crashes KW - Vehicle design UR - http://ntl.bts.gov/lib/46000/46200/46270/RTDF2011-67006_Loco_CW_FEA_FINAL.pdf UR - https://trid.trb.org/view/1239301 ER - TY - ABST AN - 01380667 AU - Federal Railroad Administration. Office of Railroad Safety AU - Federal Railroad Administration. Office of Railroad Safety TI - Pedestrian crossing safety at or near passenger stations PY - 2010/12 SP - 20p AB - The Federal Railroad Administration (FRA) recommends that passenger rail operators use hazard analysis methods to evaluate the risk associated with the movement of pedestrians at or near passenger stations, in light of the history of tragic incidents that have resulted in serious pedestrian injuries and fatalities. These unfortunate events can be mitigated or reduced in number if the steps outlined in this document are implemented based upon the specific requirements and conditions of every passenger rail operation. Passenger rail operators should perform their own hazard analysis and identify methods that they can use to make their operation safer, especially for pedestrians in or near stations. Using this hazard management approach, passenger railroads can realize improvements in passenger rail safety. All passenger railroads will benefit from sharing of the hazard management experiences of individual railroads among all operators. KW - Level crossing KW - Pedestrian KW - Pedestrians KW - Railroad grade crossings KW - Railroad stations KW - Railroad terminals KW - Railway station KW - Risk analysis KW - Risk analysis KW - Safe systems (road users) KW - Safety KW - Safety KW - Usa UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/1148576 ER - TY - RPRT AN - 01354592 AU - Hannon, Daniel J AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Guidelines for the Specification of Blue Safety Flags in Railroad Operations PY - 2010/12//Final Report SP - 37p AB - Blue flag protection in the railroad industry provides safety to workers from the inadvertent movement of equipment on which they are working. Current Federal regulations provide minimum specifications for the devices that can be used as blue flags, allowing many devices to be used as long as they are blue. Safety standards developed by national and international committees that have been adopted throughout a wide variety of high hazard industries, however, require greater specificity in the design of safety signs and signals. An analysis of 11 commercially available blue safety flag products revealed that 5 did not meet any safety standards beyond the minimum government regulations, and only 1 met the requirements of the most stringent safety code. Recommendations are provided for blue safety flags that are consistent with the current meaning and use in the railroad industry and that meet current safety code guidelines. KW - Blue safety flags KW - Equipment KW - Occupational safety KW - Railroad facility operations KW - Railroad safety KW - Standards KW - Train crews KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/105 UR - https://trid.trb.org/view/1118158 ER - TY - SER AN - 01324696 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood TI - Automated Measurement of Stress in Continuous Welded Rail PY - 2010/12 SP - 4p AB - Most modern railways use continuous welded rail (CWR). A major problem in CWR is the almost total absence of expansion joints to accommodate seasonal thermal changes. This lack of joints results in derailments because of so-called sun kinks or buckling in hot weather and breakage or pull-apart in cold weather. A related critical parameter is the rail neutral temperature (NT), or the temperature at which there is no longitudinal tensile or compressive stresses. To ensure safety of operation in CWR, reliable information on the level of stress in the rail is critical. Unfortunately, the currently available methods for stress measurement in CWR suffer from unacceptable drawbacks of inefficiency and/or unreliability. The static rail stiffness measurement method requires unfastening a long segment of rail; the D’stresen technique involves fastening/support condition variation challenges; and the acousto-elastic technique’s drawback is low sensitivity to stress levels. In June 2008 the University of California, San Diego (UCSD), under the sponsorship of a Federal Railroad Administration Office of Research and Development grant, began work to develop a technique for stress measurement in CWR, which can give reliable data without the above noted drawback. Task 1 identified several features of ultrasonic guided waves, which are indeed sensitive to load levels in the rail with minimal influence of the rail supports. In Task 2 (ongoing), a proof-of-concept test was conducted on a steel I-beam subjected to varying levels of compression load up to incipient buckling. The ultrasonic wave features sensitive to load levels were confirmed in this test. Also in Task 2, a large-scale full rail track (70 feet in length) has been constructed at UCSD’s Powell Structural Laboratories, among the largest laboratories in the country for structural testing. This track, with in-kind materials donations by Burlington Northern Santa Fe, will stay in place for at least 1 year to conduct a series of experiments involving heating cycles through NT and buckling conditions. During these experiments, several dynamic measurements will be taken to validate the ultrasonic features identified previously as good candidates for NT and incipient buckling detection. The results of the large-scale tests are expected to lead to the development of a prototype for NT/incipient buckling detection that can be used either in motion or in a stationary manner. KW - Buckling KW - Continuous welded rail KW - Derailments KW - Detection and identification KW - Proof of concept KW - Rail neutral temperature KW - Railroad safety KW - Railroad tracks KW - Strain measurement KW - Test tracks (Railroads) KW - Ultrasonic waves KW - Weather conditions UR - http://www.fra.dot.gov/Elib/Document/136 UR - https://trid.trb.org/view/1086110 ER - TY - RPRT AN - 01361191 AU - Fries, Robert H AU - Anankitpaiboon, S AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - 800,000-Pound Quasi-Static End-Load Test of Crash Energy Management Equipped Car, Test 1 PY - 2010/11 SP - 35p AB - This report summarizes the quasi-static compressive end-load test at 800,000 pounds performed on Budd Pioneer Car 244. The car complies with 49 Code of Federal Regulations (CFR) 238.203 because it resisted the test loads with no significant permanent deformations of the body structure. All measured strains were below the yield strains of the materials on which strain gages were installed. KW - Crashworthiness KW - Load tests KW - Railroad cars KW - Railroad safety KW - Static loads KW - Strain gages KW - Structural analysis UR - http://www.fra.dot.gov/Elib/Document/108 UR - https://trid.trb.org/view/1126959 ER - TY - RPRT AN - 01361117 AU - Trent, Robert AU - Prabhakaran, Anand AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Torsional Stiffness of Railroad Coupler Connections PY - 2010/11//Final Report SP - 45p AB - Tank cars are required to use double shelf couplers to prevent the coupler of an adjacent car from puncturing the tank head in the case of overrides or accidents. However, the added torsional stiffness of such coupler connections might lead to tank cars 'taking down' adjacent coupled cars in rollover derailments. This project investigated the torsional behavior of freight car coupler connections through analysis and test. Tests included the following coupler combinations: no-shelf to no-shelf, shelf to no-shelf, and shelf to shelf combinations in both clockwise to counterclockwise directions. Coupler specimens of each test run were mounted in a test fixture with one coupler receiving a torque application. Results show a greater torsional stiffness for coupler connections that have couplers with the shelf feature over those that do not. The more shelves that are present in a coupler connection, the greater the transmission of torque, implying that the presence of a shelf coupler or couplers adds to the torsional stiffness of the coupler connection. What is still not clear is whether this stiffness will contribute to, or help prevent, rollovers of adjacent coupled cars. The authors recommend further study into the potential of stiff coupler connections for propagating car rollovers, specifically through the use of vehicle dynamics models that incorporate the effects car suspension and car structure, in addition to the stiffness of coupler connections. KW - Couplers KW - Railroad safety KW - Rollover crashes KW - Tank cars KW - Testing KW - Torque KW - Torsional stiffness KW - Torsional strength KW - Underride override crashes UR - http://www.fra.dot.gov/Elib/Document/107 UR - https://trid.trb.org/view/1126949 ER - TY - RPRT AN - 01354570 AU - Tabak, Barbara AU - Raslear, Thomas G AU - QinetiQ North America, Technology Solutions Group AU - Federal Railroad Administration TI - Procedures for Validation and Calibration of Human Fatigue Models: The Fatigue Audit InterDyne Tool PY - 2010/11//Final Report SP - 36p AB - This report presents the results of a study that illustrates a procedure for validating and calibrating a biomathematical fatigue prediction model for evaluating work schedules. The validation has two components: (1) establishing that the model is consistent with science in the area of human performance, sleep, and fatigue, and (2) determining that the model has a statistically reliable relationship with the risk of a human factors (HF) accident and lacks a relationship with the risk of other accidents. Calibration is achieved by showing a statistically increasing relationship between cumulative risk of an HF accident and fatigue level. A railroad accident database containing work intervals for individuals involved in 732 HF accidents and 1944 nonhuman factors accidents was used to apply this process to the Fatigue Audit InterDyne (FAID) tool. Validation of FAID was achieved, but an alternative method, comparing a previously validated and calibrated model, was necessary to calibrate FAID. KW - Calibration KW - Fatigue (Physiological condition) KW - Forecasting KW - Hours of labor KW - Human factors in crashes KW - Mathematical models KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/106 UR - https://trid.trb.org/view/1118160 ER - TY - ABST AN - 01492355 TI - Northern Lights Express Project AB - This project is provided to conduct the required planning effort or study to determine the requirements for rehabilitation of the rail line from Minneapolis to Duluth, and provide data and summary reports when required. The scope of work covers an engineering study of necessary improvements to the rail line from Minneapolis to Duluth to enable it to handle higher speed rail passenger service. The study will address the following issues: Track Improvements: Existing 155 mile BNSF Railroad from Minneapolis to Duluth via Hinckley Subdivision will be improved from Class III & IV to Class V & VI. Track upgrades include: Switches Short span bridges; Ties Ballast; Culverts Crossings; Rail; Grading Curves/Cants. KW - Ballast (Railroads) KW - BNSF Railway KW - Duluth (Minnesota) KW - High speed rail KW - Maintenance of way KW - Minneapolis (Minnesota) KW - Short span bridges KW - Switches (Railroads) UR - https://trid.trb.org/view/1261488 ER - TY - RPRT AN - 01379716 AU - Federal Railroad Administration TI - Railroad Carrier Employee Exposure to Radiation PY - 2010/09//Report to Congress SP - 63p AB - This report was prepared by the Federal Railroad Administration (FRA) following the specific mandate of Congress to investigate occupational exposures to ionizing radiation of specific groups of employees during railroad transportation of high-level radioactive waste (HLRW) and spent nuclear fuel (SNF). Commercial shipments of these types of materials are very rare since transportation to the Yucca Mountain Repository in Nevada is not being conducted at this time. In an effort to establish the known levels of exposure to the materials in question, FRA obtained exposure information from one of the Class I railroads that has been conducting exposure monitoring during shipments of SNF materials. In addition, FRA reviewed reports of exposure assessments conducted in foreign locations where transportation by rail is occurring more frequently. Both of these sources indicate that the different classes of workers identified in the mandate were found to have levels of exposure significantly lower than those expected, and also significantly lower than the radiation exposure dose limits established by the Occupational Safety and Health Administration (OSHA) in Title 29 Code of Federal Regulations (CFR) Section 1910.1096. The data presented in this report include theoretical predictions of potential exposure to radiation, as well as real-world exposure assessments in the United States and two European countries. Both the theoretical findings and the real-world experience indicate that potential and actual exposures are well below the currently established permissible levels. All of the current regulatory permissible levels have been established recognizing the importance of the “as low as reasonably achievable” principles in minimizing exposures. The U.S. Department of Transportation (DOT) does not believe that any regulatory action is necessary at this time to further protect railroad employees from unsafe exposure to radiation during the transportation of radioactive materials. KW - Employees KW - Occupational safety KW - Radiation hazards KW - Radioactive wastes KW - Railroad transportation KW - Spent reactor fuels UR - http://www.fra.dot.gov/eLib/Details/L04311 UR - https://trid.trb.org/view/1146860 ER - TY - RPRT AN - 01207136 AU - Federal Railroad Administration TI - National Rail Plan: Moving Forward PY - 2010/09//Progress Report SP - 27p AB - The United States and world economies are experiencing an increased demand for rail. Expanding U.S. passenger and freight mobility will require a networked railroad system that is able to modernize and increase capacity. With an estimated U.S. population growth of 70 million people over the next 25 years, mostly centered in metropolitan regions, a national rail plan is needed to ensure a coordinated and intelligent system that provides safe, reliable, and efficient passenger and freight rail service. The United States now faces new challenges spurred by unprecedented population growth, economic transformations, and technological innovations. High-speed rail, now established in many developed nations, is positioned to benefit the United States as the States’ plans mature and projects are implemented. With FY 2009 kick starting U.S. high-speed rail investment and planning, follow-on funding and strategic investment will bring us closer to realizing the vision outlined by Congress and the Administration. The next American transformation will require an interconnected and balanced transportation network that maximizes the benefits of every mode. A key to integrating these systems is higher-performing rail, including the full spectrum of high-speed and intercity passenger rail, commuter rail, and freight rail. These interconnected rail systems will relieve congestion, promote livable communities, facilitate economic expansion, respect environmental sustainability and provide choices for the American public. This investment will set the stage for job creation, sustainable economic competitiveness, a more resilient infrastructure and a lasting prosperity. This Progress Report details the interplay of factors that demonstrate the importance of efficient and effective rail infrastructure to the Nation’s economy. These include a dramatic increase in population, particularly in high-growth areas, and the concomitant need for transporting more freight and improving safety. Such an infrastructure will also reduce fuel consumption, which, in turn, will enhance our national security by diminishing our reliance on foreign oil. This report will then describe the different yet complementary visions for the two rail systems, a high-speed and intercity passenger rail system and a high-performing freight rail system. These systems will use many of the same resources and much of the same infrastructure. Working in tandem, they will connect people and goods in a seamless and efficient manner. Finally, the report will describe the Federal Railroad Administration’s (FRA) outreach program to develop the National Rail Plan, and its synergy with the U.S. Department of Transportation’s (DOT) strategic goals. KW - Benefits KW - Freight trains KW - High speed rail KW - Intercity transportation KW - Interconnectedness KW - Passenger trains KW - Rail transit KW - Railroad commuter service KW - Railroad transportation KW - Strategic planning KW - Transportation planning KW - United States UR - http://www.fra.dot.gov/Elib/Details/L02696 UR - https://trid.trb.org/view/967871 ER - TY - ABST AN - 01575181 TI - High-speed Truck Research AB - This project will develop and evaluate design specifications for higher-speed trucks for use in shared corridors in addition to improving the quality of truck casting materials. KW - Casting KW - High speed vehicles KW - Specifications KW - Trucks KW - Vehicle design UR - https://trid.trb.org/view/1367425 ER - TY - RPRT AN - 01361174 AU - Zaouk, Abdullatif K AU - Parida, Basant AU - Silver, Mark AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Locomotive Fuel Tank Structural Safety Testing Program: Passenger Fuel Tank Side Impact Load Test PY - 2010/08//Final Report SP - 44p AB - This report represents a passenger fuel tank load test simulating a Side Impact Collision. The test is based on the Federal Railroad Administration’s (FRA) requirements for locomotive fuel tanks in the Title 49 Code of Federal Regulations (CFR), Part 238, Appendix D. This test covers Section (a) (3) of Appendix D, which states that in a side impact collision by an 80,000-pound Gross Vehicle Weight tractor/trailer at the longitudinal center of the fuel tank, the fuel tank shall withstand, without exceeding the ultimate strength, a 200,000-pound load (2.5g) distributed over an area of 6 inches (in) by 48 in (half the bumper area) at a height of 30 in above the rail (standard DOT bumper height). This report presents the test data, which showed that the resulting displacement of the tank sidewall corresponding to a maximum side impact load of nearly 300 kilopounds was approximately 0.5 in. This comprised of mostly elastic deformation and very little plastic deformation. Upon unloading, no local residual plastic deformation was noticeable to the naked eye although plotted test data revealed a small residual plastic deformation of 0.1 in. No crack or tank breach was observed near the side impact load application zone or elsewhere in the tank. Therefore, from the FRA regulatory perspective, the tank is considered to have satisfied the structural integrity requirement set forth in 49 CFR Part 238, Appendix D, Section (a) (3). KW - Fuel tanks KW - Load tests KW - Locomotives KW - Railroad safety KW - Regulations KW - Side crashes KW - Structural analysis KW - Structural tests KW - Tractor trailer combinations UR - http://www.fra.dot.gov/Elib/Document/110 UR - https://trid.trb.org/view/1126971 ER - TY - RPRT AN - 01361123 AU - Li, Dingqing AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Slab Track Field Test and Demonstration Program for Shared Freight and High-Speed Passenger Service - Final Report PY - 2010/08//Final Report SP - 126p AB - Two types of slab tracks were installed on the High Tonnage Loop at the Facility for Accelerated Service Testing. Direct fixation slab track (DFST) and independent dual block track (IDBT) were installed into a 5-degree curve with 4-inch superelevation. The total slab track test section was 500 feet (ft) long, which consisted of 250 ft of IDBT and 250 ft of DFST. This program was conducted to demonstrate the durability of the slab track for 39-ton axle loads while maintaining the track geometry conditions of a Class 9 track. More specifically, the program was carried out to characterize slab track stiffness conditions, to quantify slab track dynamic responses and long-term performance under heavy axle load train operation, and to provide the test data for validating slab track analysis and design methodologies for shared heavy-freight and high-speed train service. KW - Axle loads KW - Concrete slab track KW - Demonstration projects KW - Design KW - Durability tests KW - Field tests KW - Freight trains KW - High speed rail KW - Performance tests KW - Railroad tracks KW - Shared tracks KW - Stiffness tests KW - Track geometry UR - http://www.fra.dot.gov/Elib/Document/109 UR - https://trid.trb.org/view/1126968 ER - TY - RPRT AN - 01321184 AU - Zaouk, A K AU - Parida, B AU - Silver, M AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Locomotive Fuel Tank Structural Safety Testing Program: Passenger Locomotive Fuel Tank Jackknife Derailment Load Test PY - 2010/08//Final Report SP - 49p AB - This report presents the results of a passenger locomotive fuel tank load test simulating jackknife derailment (JD) load. The test is based on FRA requirements for locomotive fuel tanks in the Title 49, Code of Federal Regulations (CFR), Part 238, Appendix D. This test covers Section (a) (2) of Appendix D, which states that the fuel tank shall support transversely at the center a sudden loading equivalent to one-half the weight of the locomotive at a vertical acceleration of 2g without exceeding the ultimate strength of the material. The load is assumed to be supported by one rail, distributed between the longitudinal centerline and the edge of the tank bottom, with a railhead surface of 2 inches (in). The nominal weight of an F59 PHI passenger locomotive is approximately 268,000 pounds (lb). This report presents the test data and their correlations to the results of finite element analysis (FEA) using ABAQUS. The test data showed that the resulting vertical displacement of the tank bottom wall corresponding to a maximum JD load of 317 kilopounds was approximately 4 in. This comprised both elastic and plastic components of deformation. Upon unloading, a local residual plastic deformation of nearly 1 in was found, and no crack or breach in the tank wall was detected in the plastically deformed zone or elsewhere. Results of FEA are also included and compared with those obtained from the test. From the FRA regulatory perspective, the tank is considered to have satisfied the structural integrity requirements set forth in CFR 49, Part 238, Appendix D, Section (a) (2). KW - Derailments KW - Fuel tanks KW - Jackknifing KW - Locomotive operations KW - Locomotives KW - Passenger trains KW - Railroad crashes KW - Railroad safety KW - Simulation UR - http://ntl.bts.gov/lib/42000/42200/42296/Jackknife_Derailment_Load_Test.pdf UR - https://trid.trb.org/view/987575 ER - TY - RPRT AN - 01321173 AU - Hellman, Adrian D AU - Ngamdung, Tashi AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Low-Cost Warning Device Industry Assessment PY - 2010/07 SP - 47p AB - Under direction of the Federal Railroad Administrations Office of Research and Development, the U.S. Department of Transportations Research and Innovative Technology Administrations John A. Volpe National Transportation Systems Center conducted a technology assessment of low-cost active warning devices for application at passive highway-rail grade crossings. The objective of this research was to present an objective assessment of the available low-cost warning device technologies and recommend a migration path that would facilitate implementation in the United States. KW - Grade crossing protection systems KW - Low cost technology KW - Railroad grade crossings KW - Railroad safety KW - Technological innovations KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/113 UR - http://ntl.bts.gov/lib/35000/35500/35539/Low-Cost-warning-Device-Report-Final-RR97A1-FG276.pdf UR - https://trid.trb.org/view/987574 ER - TY - RPRT AN - 01321148 AU - Reinach, S J AU - Zaouk, A K AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Next Generation Locomotive Cab Task 5 Summary Report: Control Stand Design PY - 2010/07 SP - 39P AB - This report discusses the development of a user-centered control stand for the Federal Railroad Administrations Next Generation Locomotive Cab Demonstration Program. A modified Association of American Railroads 105 side-mounted control stand was used as a starting point to facilitate bidirectional locomotive operation. Researchers applied a variety of qualitative human factor methods, including literature review, naturalistic observation, computer modeling, and heuristic evaluation, to design the improved control stand. Final design includes a decluttered side control stand, a short desktop and three-panel front touch-screen display that can accommodate and integrate current and future locomotive and train technologies, and an overhead ceiling panel that replaces, in part, controls and displays traditionally located behind the engineer on the back wall. Other controls and displays traditionally found on the back panel have been integrated into the touch-screen displays. A mockup of the revised control stand design was fabricated as part of this program to demonstrate the human factors and ergonomic improvements. Researchers also developed several interactive scenarios to use with the touch-screen displays. The mockup and scenarios can be used to demonstrate the control stands user-centered design and collect user feedback. KW - Car operations (Railroads) KW - Human factors engineering KW - Locomotive operations KW - Next generation design KW - Railroad transportation KW - Technological innovations UR - http://www.fra.dot.gov/Elib/Document/112 UR - https://trid.trb.org/view/1075307 ER - TY - SER AN - 01164118 JO - Research Results PB - Federal Railroad Administration AU - Horton, Suzanne M TI - Use of Traffic Channelization Devices at Highway-Rail Grade Crossings PY - 2010/06 IS - RR 10-03 SP - 4p AB - The U.S. Department of Transportation (DOT) Federal Railroad Administration (FRA) promotes the use of traffic channelization devices at highway-rail grade crossings with active warning devices, where applicable. The purpose of this research is to provide information about the use of traffic channelizing devices/median barriers at highway-rail grade crossings. It includes a survey of the types of installations available, considerations for design, quiet zones, and special circumstances, as well as a discussion on the effectiveness of traffic channelization devices at improving safety at highway-rail grade crossings. KW - Design KW - Highway safety KW - Median barriers KW - Railroad grade crossings KW - Railroad safety KW - Traffic channelization KW - Traffic control devices UR - http://www.fra.dot.gov/Elib/Document/137 UR - https://trid.trb.org/view/924789 ER - TY - RPRT AN - 01162020 AU - Federal Railroad Administration TI - Pennsylvania High-speed Maglev project, the Pennsylvania project of magnetic levitation, transportation technology deployment program : environmental impact statement PY - 2010/06//Volumes held: Draft, Final KW - Environmental impact statements KW - Pennsylvania UR - https://trid.trb.org/view/923004 ER - TY - RPRT AN - 01165291 AU - Department of Transportation AU - Federal Railroad Administration TI - The Impact of Distracting Electronic Devices on the Safe Performance of Duties by Railroad Operating Employees: Initial Report of the Study Required by Section 405 of the Rail Safety Improvement Act of 2008 PY - 2010/05/27 SP - 29p AB - Based on the historical record, rail transportation in the United States is an extremely safe mode of transportation. However, distraction of a railroad employee who is entrusted with safety-related duties has the potential to compromise performance and endanger the employee, coworkers, or members of the public, which has been realized in several accidents. This study addresses this issue. The first phase of this report addresses the information available concerning the effects of distraction on railroad operating employees, including train crews and other operating personnel, engaged in the locomotive cab and on the ground during switching operations. The second phase of this activity consists of a separate study into issues applicable to other safety-related railroad employees, including remaining "hours of service" employees (dispatchers and signal employees) and employees in other safety-sensitive service (roadway workers and mechanical inspectors). When this study is completed, the Federal Railroad Administration will file a second report to determine whether further regulatory action is needed. KW - Distraction KW - Drivers KW - Operators (Persons) KW - Radio transmitters KW - Rail Safety Improvement Act of 2008 KW - Railroad safety KW - Railroad trains KW - Wireless communication systems UR - http://www.fra.dot.gov/eLib/Details/L04639 UR - https://trid.trb.org/view/925700 ER - TY - RPRT AN - 01354553 AU - Morrow, Stephanie AU - Walsh, Benjamin AU - Badiee, Manijeh AU - Stentz, Terry AU - Nash, David AU - Clark, Vicki Plano AU - Barnes-Farrell, Janet AU - Impara, James AU - Research and Innovative Technology Administration AU - University of Connecticut, Storrs AU - University of Nebraska, Lincoln AU - Federal Railroad Administration TI - Work Schedule Manager Gap Analysis: Assessing the Future Training Needs of Work Schedule Managers Using a Strategic Job Analysis Approach PY - 2010/05//Final Report SP - 117p AB - This report documents the results of a strategic job analysis that examined the job tasks and knowledge, skills, abilities, and other characteristics (KSAOs) needed to perform the job of a work schedule manager. The strategic job analysis compared information from subject matter experts (SMEs) about best practices in work scheduling to job incumbents’ reports of current practices in their scheduling job duties. Data were collected through interviews and surveys with 17 SMEs in academia and consulting and 16 job incumbents within 11 organizations representing a wide array of industries. Gaps between the job tasks and KSAOs that should be important for future work schedule management and the job tasks and KSAOs currently used in work schedule management were assessed both quantitatively and qualitatively. The results pointed to a need for additional training in understanding how work scheduling affects employee health, safety, and performance. In addition, scheduling managers should be better informed about ergonomic schedule designs and empowered to evaluate their scheduling systems so as to identify and address problems with the system. The report discusses the critical gaps in job tasks and KSAOs and how those gaps should be ameliorated through the development of a certification for work schedule managers. KW - Abilities KW - Hours of labor KW - Human factors KW - Job analysis KW - Knowledge KW - Managerial personnel KW - Needs assessment KW - Scheduling KW - Training UR - http://www.fra.dot.gov/Elib/Document/2939 UR - https://trid.trb.org/view/1118237 ER - TY - RPRT AN - 01321145 AU - Sundaram, Narayana AU - Martin, T AU - Selby, B AU - Gonzalez, F AU - ENSCO, Incorporated AU - Federal Railroad Administration TI - Over-the-Road Testing of the Instrumented Tank Car: A Load Environment Study PY - 2010/05 SP - 72p AB - Fractures have been observed on stub sill tank cars for many years. Undetected and unattended, these fractures can develop into a variety of tank car failures. While tank car ruptures are relatively rare, the potential for a catastrophic HAZMAT release has made this a critical issue within the industry. The Federal Railroad Administration (FRA) contracted ENSCO, Inc., to instrument and run an instrumented tank car over the road during a special test. Testing was conducted in a special consist with the intent to collect data from the instrumented tank car, instrumented wheel sets and track geometry. The tank car used for this effort was provided by General Electric. KW - Degradation failures KW - Failure KW - Instrumentation KW - Railroad cars KW - Statistical analysis KW - Tank cars KW - Testing KW - Vehicle maintenance UR - http://www.fra.dot.gov/Elib/Document/114 UR - https://trid.trb.org/view/987573 ER - TY - RPRT AN - 01162462 AU - Federal Railroad Administration TI - Southeast high speed rail, Richmond, VA, to Raleigh, NC : environmental impact statement PY - 2010/05//Volumes held: Draft, Draft Appendix(2v)(v.2 folio) KW - Environmental impact statements UR - https://trid.trb.org/view/923448 ER - TY - RPRT AN - 01167033 AU - California High-Speed Rail Authority AU - Federal Railroad Administration AU - Department of Transportation TI - California High-speed Train Project : San Francisco to San Jose Section Project EIR/EIS : Preliminary Alternatives Analysis Report PY - 2010/04 SP - 135p AB - The California High-Speed Rail Authority (CHSRA) is studying alternative alignments and design options for a high-speed train section between San Francisco and San Jose. This report informs the project description for the EIR/EIS, and sets parameters for the next level of design and environmental analysis. This process will provide CHSRA, the Federal Railroad Administration, Caltrain, and communities along the corridor with more information about the design options for this section of the proposed bullet train that will run from the Bay Area to Los Angeles and Anaheim. The report addresses primarily potential horizontal and vertical configurations of high-speed train alternatives along the San Francisco Bay Peninsula, as well as elements such as stations and a maintenance facility. It confirms that a four-track, grade-separated, shared Caltrain and high-speed train system is feasible and is the preferred alternative between San Francisco and San Jose. KW - Alternatives analysis KW - California High Speed Rail Authority KW - Context sensitive design KW - Environmental impact statements KW - High speed rail KW - Routing KW - San Francisco Bay Area KW - San Jose (California) UR - http://www.hsr.ca.gov/docs/programs/statewide_rail/proj_sections/SanFran_SanJose/SF_SJ_Preliminary_Alternatives_Analysis_Report_4_8_10.pdf UR - https://trid.trb.org/view/924841 ER - TY - RPRT AN - 01167026 AU - California High-Speed Rail Authority AU - Department of Transportation AU - Federal Railroad Administration TI - California High-speed Train Project : Merced to Fresno Section : Preliminary Alternatives Analysis Report PY - 2010/04 SP - 49p AB - California High-Speed Rail Authority (CHSRA) is studying alternative alignments for a high-speed train section between Merced and Fresno. Four alternative alignments were considered and those the Authority considers most feasible to present for environmental review and evaluation are identified. Departing from existing transportation corridors would have a negative impact on highly productive farmlands, and might give way to other development resulting in unwanted growth patterns. The analysis demonstrated that two of the four alternatives--one that parallels State Route 99 and Union Pacific Railroad tracks, and another that parallels Burlington Northern Santa Fe, and avoids most of the urban areas between Modesto and Fresno--would be better than other alternatives. KW - Alternatives analysis KW - California High Speed Rail Authority KW - Environmental impact statements KW - Farms KW - Fresno (California) KW - High speed rail KW - Land use KW - Merced (California) KW - Regional planning UR - http://www.hsr.ca.gov/docs/programs/statewide_rail/proj_sections/Merced_Fresno/Merced_Fresno_Preliminary_Alternatives_Analysis_Report_4_8_10.pdf UR - https://trid.trb.org/view/924843 ER - TY - RPRT AN - 01208072 AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry. Volume1 PY - 2010/02//Final Report SP - 114p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nations private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Boards annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/115 UR - http://ntl.bts.gov/lib/34000/34500/34531/DOT-VNTSC-FRA-08-02-I.pdf UR - https://trid.trb.org/view/968937 ER - TY - RPRT AN - 01208067 AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry. Volume 2. Appendices PY - 2010/02//Final Report SP - 2214p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nations private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Boards annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/116 UR - https://trid.trb.org/view/968936 ER - TY - CONF AN - 01208076 AU - Carroll, A A AU - daSilva, M P AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - USDOT Federal Railroad Administration's Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention (3rd). Volume 2. Appendices PY - 2010/01//Final Report SP - 307p AB - The primary purpose of this workshop was to bring together nationally and internationally recognized subject matter experts to collaborate, identify and prioritize specific research needs to facilitate the reduction of highway-rail grade crossing and trespass incidents and fatalities for incorporation into the strategic vision of Federal Railroad Administration (FRA), other United States Department of Transportation (USDOT) modes and their stakeholders. There were approximately 90 participants, including support staff, over the two-and-a-half day workshop, representing the Federal, State, and local governments, as well as railroads, transit agencies, labor unions, academia, non-profit organizations, and consultants. The Research Needs Workshop was organized into six research needs areas and four cross-cutting areas by the steering committee's recommendation. The research needs areas were: Grade Crossing Modernization, Traffic Patterns, New Technology Opportunities, Regulation and Enforcement, Education and Public Awareness and Institutional Issues. The four cross-cutting areas were Human Factors, Transit-Oriented Communities, Data Requirements and Efforts Related to High Speed Rail. This document provides the supporting and ancillary information to the Proceedings report (in Volume I) including presentations and all generated research needs. U1 - United States Department of Transportation (USDOT) Federal Railroad Administrations (FRA) Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass PreventionDepartment of TransportationFederal Railroad Administration-United States StartDate:20090714 EndDate:20090716 Sponsors:Department of Transportation, Federal Railroad Administration KW - Countermeasures KW - Fatalities KW - Grade crossing protection systems KW - Highway safety KW - Incident management KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/118 UR - http://ntl.bts.gov/lib/35000/35000/35021/DOT-VNTSC-FRA-10-03.pdf UR - https://trid.trb.org/view/968946 ER - TY - RPRT AN - 01156877 AU - Carroll, Anya A AU - daSilva, Marco P AU - Ngamdung, Tashi AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - USDOT Federal Railroad Administration’s Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention: Volume I—Summary of Results PY - 2010/01//Final Report SP - 155p AB - On July 14-16, 2009 the John A. Volpe National Transportation Center hosted the United States Department of Transportation (USDOT) Federal Railroad Administration’s (FRA) Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention (workshop). The primary purpose of this workshop was to bring together nationally and internationally recognized subject matter experts to collaborate, identify and prioritize specific research needs to facilitate the reduction of highway-rail grade crossing and trespass incidents and fatalities for incorporation into the strategic vision of FRA, other USDOT modes and their stakeholders. There were approximately 90 participants, including support staff, over the two-and-a-half day workshop, representing the Federal, State, and local governments, as well as railroads, transit agencies, labor unions, academia, non-profit organizations, and consultants. The workshop was organized into six research needs areas and four cross-cutting areas by the Steering Committee's recommendation. This report (Volume I) provides specific information on all 80 research needs developed at the workshop, a discussion and analysis of these needs, balloting results, and details the top priority research needs, as identified by the workshop attendees. KW - Countermeasures KW - Fatalities KW - Incident management KW - Needs assessment KW - Prevention KW - Railroad grade crossings KW - Railroad safety KW - Research KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/117 UR - https://trid.trb.org/view/917683 ER - TY - RPRT AN - 01354588 AU - Bonnet, Deborah AU - Coplen, Michael AU - Patton, Michael Quinn AU - Ranney, Joyce AU - Snow, Juna AU - Research and Innovative Technology Administration AU - Fulcrum Corporation AU - Federal Railroad Administration TI - An Evaluation of the Switching Operations Fatality Analysis 2010 Working Group’s Processes PY - 2009/12//Final Report SP - 21p AB - The Switching Operations Fatality Analysis (SOFA) Working Group was formed to analyze the factors contributing to fatalities in switching operations. The 2010 Working Group invited an independent team of evaluators to assess the thoroughness of the SOFA methodology with the goal of promoting the utilization of SOFA findings. This report, prepared by the evaluation team, describes the SOFA 2010 tools and processes and concludes that they are both systematic and rigorous. The railroad industry is urged to give careful consideration to the findings of the SOFA Working Group in the interest of improving rail yard safety in the years ahead. KW - Crash analysis KW - Fatalities KW - Railroad safety KW - Switching UR - http://purl.fdlp.gov/GPO/gpo30371 UR - http://www.fra.dot.gov/Elib/Document/295 UR - https://trid.trb.org/view/1118247 ER - TY - SER AN - 01324697 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas TI - Work Schedules and Sleep Patterns of Railroad Train and Engine Service Employees PY - 2009/12 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development sponsored a project to study the work schedules and sleep patterns of U.S. railroad train and engine (T&E) service workers and to examine the relationship between these schedules and the level of alertness of the individuals working the schedules. The methodology for this study was a survey of a random sample of currently employed U.S. T&E workers who completed a background survey and kept a daily log for 2 weeks. T&E workers operate trains both between terminals and in railroad yards. There are eight types of positions in T&E service, all subject to the limitations of the Hours of Service Law if the position’s duties relate to the movement of a train. Two-thirds of T&E workers hold positions with a variable start time. The median length of a work period was nearly the same for those working jobs with variable start times and those with fixed start times. Although the work time is similar for both groups, the median work start time variability is .5 hours for fixed start people and 7.1 hours for those with a variable start time. As a group, T&E employees obtain longer average daily sleep than U.S. adults but variable start time T&E workers engage in supplementary sleep on work days to manage fatigue. Differences in alertness ratings indicate that those with a fixed start time are likely to be more alert during their work periods. Effectiveness measures based on the Sleep, Activity, Fatigue and Task Effectiveness (SAFTE) model indicate that those with a variable start time were more likely to be working at a lower effectiveness level than those with a fixed start; however, the percent of time working at an unacceptable level was less than 8 percent for each group. KW - Alertness KW - Fatigue (Physiological condition) KW - Hours of labor KW - Locomotive engineers KW - Railroad engineers KW - Railroad safety KW - Sleep KW - Train crews KW - Variable hours KW - Work start times UR - http://www.fra.dot.gov/Elib/Document/138 UR - https://trid.trb.org/view/1086111 ER - TY - RPRT AN - 01173217 AU - Hannon, Daniel J AU - U.S. Department of Transportation AU - Federal Railroad Administration TI - A Literature Review of Inattentional and Change Blindness in Transportation PY - 2009/12//Final Report SP - 63p AB - Inattentional blindness refers to situations in which a person is unaware of a change that is occurring because attention is not currently focused on what is changing. Change blindness occurs when a change takes place during an eye movement or blink that is not noticed. These phenomena pose a serious hazard in transportation, particularly when unexpected changes occur, such as a child running out into the road from between parked cars, or if an air traffic controller fails to detect an aircraft deviating from the assigned clearance. Failure to detect unexpected changes can have devastating consequences. The literature in these fields over the last 10 years is reviewed with a particular focus on transportation issues. Laboratory and field-based studies are viewed, including research on theoretical issues, underlying mechanisms, biological bases, as well as mitigation approaches. The emerging view is that these phenomena are in part driven by prior experience and expectations for what is likely to happen next. Research on mitigation of inattentional and change blindness show promise for developing systems that help human operators to overcome the dangers posed. Recommendations are provided for further research in this area. KW - Attention KW - Attention lapses KW - Blindness KW - Blink KW - Cognition KW - Drivers KW - Eye movements KW - Human factors in crashes KW - Operators (Persons) UR - http://ntl.bts.gov/lib/33000/33700/33708/33708.pdf UR - https://trid.trb.org/view/930624 ER - TY - RPRT AN - 01146772 AU - ICF International AU - Federal Railroad Administration TI - Comparative Evaluation of Rail and Truck Fuel Efficiency on Competitive Corridors PY - 2009/11/19/Final Report SP - 156p AB - This study provides a comparative evaluation of rail and truck fuel efficiency on corridors and services in which both modes compete. For the purposes of this study, competitive movements are defined as those of the same commodity having the same (or proximate) origin and destination (O-D) pairs. This study also provides an analysis of past and future trends of rail and truck fuel efficiency. KW - Alternatives analysis KW - Freight transportation KW - Fuel consumption KW - Fuel efficiency KW - Railroad trains KW - Trend (Statistics) KW - Trucks UR - http://www.ontrackamerica.org/resource/comparative-evaluation-rail-and-truck-fuel-efficiency-competitive-corridors UR - http://ntl.bts.gov/lib/31000/31800/31897/Comparative_Evaluation_Rail_Truck_Fuel_Efficiency.pdf UR - https://trid.trb.org/view/906938 ER - TY - RPRT AN - 01361223 AU - Bing, Alan J AU - Sherrock, Eric AU - ICF Consulting AU - Ensco, Incorporated AU - Federal Railroad Administration TI - Risk Analyses for the IDOT Positive Train Control System to Determine Optimum Communications Timeout: Comparison to Cab Signal Systems with Continuous Train Stop and Speed Control PY - 2009/11//Final Report SP - 504p AB - This project examines the influence of the communication timeout threshold and latency of a positive train control (PTC) system on its overall safety performance as compared with a cab signal system with continuous Automatic Train Stop and a four aspect cab signal system with speed control, or an automatic train control system. The analysis was based on average daily traffic on the IDOT PTC corridor, which was composed of six passenger trains, between 0.86 and 1.07PTC-equipped freight trains, and between 0.36 and 2.30 unequipped freight trains, depending on the season of the year. Maximum speeds considered were 110 miles per hour (mph) for passenger traffic and 60 mph for freight traffic. The latency values varied from 5 to 20 seconds (s) and timeout values varied from 20 to 360 s. Conclusions from this risk assessment are that for the traffic volume and traffic mix, the PTC latency and timeout in the ranges assumed in this study did not have a material effect on risk. Instead, nonsafety considerations such as route capacity, delay reduction, and cost may be the governing factors in the requirements for timeout and latency, instead of safety, for PTC communication network and design. KW - Alternatives analysis KW - Automatic speed control KW - Cab signals KW - Communication and control KW - Design KW - Illinois KW - Latency KW - Passenger trains KW - Performance tests KW - Positive train control KW - Railroad safety KW - Risk analysis KW - Timeout KW - Transportation corridors UR - http://www.fra.dot.gov/Elib/Document/297 UR - https://trid.trb.org/view/1126974 ER - TY - RPRT AN - 01208057 AU - Gertler, J AU - DiFiore, A AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Train and Engine Service Workers PY - 2009/11//Final Report SP - 93p AB - This report presents the results of a study designed to characterize the work/rest schedules and sleep patterns of U.S. railroad train and engine service (T&E) personnel and to examine the relationship between these schedules and alertness. The methodology was a survey of a random sample of U.S. railroad T&E personnel who completed a background survey and kept a daily log for 2 weeks. The majority of T&E workers are either locomotive engineers or conductors. One-third of T&E workers have fixed work start times with the remainder having variable start times with significant start time variability. The median length of a work period was similar for the two types of schedules; however, limbo time increases total work time for variable workers. Although T&E workers report longer daily sleep than U.S. adults, they report poor sleep quality and high stress levels, particularly those with variable start times. Variable workers engage in supplementary sleep on workdays because of scheduling issues preventing them from planning adequate rest. Variable workers report being less alert than fixed start workers. The Sleep, Activity, Fatigue, and Task Effectiveness (SAFTE) model predicted variable start workers work at a slightly lower effectiveness level than fixed start workers. Although total work time at low effectiveness is minimal, the total number of labor-h at low effectiveness exceeds 10M annually for the industry. KW - Alertness KW - Data collection KW - Failure KW - Human factors engineering KW - Sleep KW - Surveys KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/296 UR - https://trid.trb.org/view/968948 ER - TY - RPRT AN - 01155805 AU - Federal Railroad Administration TI - High Speed Passenger Rail Safety Strategy. Version 1.0 PY - 2009/11 SP - 31p AB - Preface to Version 1.0; Introduction (The History of High-Speed Rail, Safety and High-Speed Rail Going Forward); Strategy; Prevention (Vehicle Track Interaction, Positive Train Control, Grade Crossing Safety, Maintenance-of-Way Safety Management, Right-of-Way Safety, Real-Time System Monitoring); Mitigation (Structural Standards, Cab Car Forward, Fuel Tank Integrity); Emergency Management; System Safety Programs; Next Steps; Appendix A: Current Requirements and Open Issues; Appendix B: Potential Tier Structure for Passenger Systems. KW - High speed ground transportation KW - High speed rail KW - Passenger transportation KW - Railroad safety KW - Railroad transportation KW - Train operations UR - http://www.fra.dot.gov/downloads/safety/HSRSafetyStrategy110609.pdf UR - https://trid.trb.org/view/916414 ER - TY - RPRT AN - 01155058 AU - Federal Railroad Administration TI - Highway-Rail Grade Crossing Guidelines for High-Speed Passenger Rail PY - 2009/11//Version 1.0 SP - 25p AB - Highway‐rail grade crossings pose inherent hazards to train operations, as they do to motor vehicles, non‐motorized vehicles, and pedestrians. Since the issuance of the Secretary’s Highway‐Rail Grade Crossing Action Plan in 1994, U.S. Department of Transportation (DOT) policy has supported consolidation of crossings on active rail lines. Where an at‐grade crossing cannot be eliminated, provisions must be made to ensure that the roadway approaches and crossing surface are suitable for all traffic, that sufficient warning is provided of the approach of trains, and that management of the highway‐rail intersection is coordinated with other intersections involving nearby roads. In addition to the consolidation of crossings and engineering improvements at crossings that remain, DOT policy has stressed— (1) Education and awareness to prepare drivers for challenges at highway‐rail grade crossings; and (2) Enforcement of traffic laws at crossings. In addition, the Federal Railroad Administration (FRA) has taken actions to better ensure the conspicuity of rail equipment and to provide for effective audible warnings or compensating safety measures. This general approach is equally relevant without regard to the type or speed of rail traffic. However, where rail lines carry high‐speed passenger trains, special care must be observed to ensure that road traffic does not present an obstruction that could result in a collision and subsequent derailment. The presence of both high‐speed passenger trains and slower-moving trains creates another dimension of risk, warranting additional attention to governance of all traffic over the highway‐rail intersection. Under these circumstances, exclusive reliance on sight distance or audible warnings to judge the arrival of trains is not practical. Particularly where there are two or more tracks, the potential for an event involving more than the single train initially impacting a road user adds to the potential for additional risk. This paper addresses these issues in the following eight chapters. The table of contents lists these chapter headings: 1. Consolidation and Grade Separation; 2. Safety Improvements at Private Crossings - a. Public Access Crossings, b. Industrial Crossings, c. Residential Crossings, d. Agricultural Crossings; 3. “Sealed Corridors”; 4. Warning Systems and Other Highway Traffic Control Devices - a. Interconnection and Supplementary Traffic Control, b. Presence Detection, c. Remote Health Monitoring; 5. Train Control Integration; 6. Barrier Systems; 7. Pedestrian and Trespass Considerations; and 8. Systems Approach. KW - Consolidations KW - Countermeasures KW - Grade separations KW - High speed rail KW - Highway safety KW - Passenger trains KW - Pedestrian safety KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/eLib/Details/L03536 UR - https://trid.trb.org/view/916033 ER - TY - SER AN - 01149537 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard W AU - Federal Railroad Administration TI - North Carolina Department of Transportation’s “Sealed Corridor” Assessment - Phase IV PY - 2009/11 SP - 4p AB - By 2010, the fatality rate will be 52 percent lower on the North Carolina Sealed Corridor, if both public and private crossings are assigned crossing consolidation, closures, crossbucks, flashing lights and gates, signals, locking gates, signs, or pavement markings. The Federal Railroad Administration’s Office of Research and Development has tasked the Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center to document the further success of the Sealed Corridor project through Phase IV—the implementation of safety strategies at private crossings. This study consists of assessing the results of the North Carolina Department of Transportation’s Sealed Corridor, Private Crossing Safety Initiative program. The research on the Sealed Corridor assesses the progress made at the 44 private crossings that have been treated with improved warning devices or have been closed, between Charlotte and Raleigh, from March 1990 through September 2008. Two approaches are used to describe benefits in terms of lives saved: 1. Analysis of fatal crashes to derive lives saved, and 2. Prediction of lives saved based on the reduction of risk at the treated crossings. Both methods estimate that more than 1.5 lives were saved as a result of the 44 improvements implemented through September 2008. Analysis also shows that the resulting reduction in accidents due to the crossing improvements is sustainable through the year 2010, when anticipated exposure and train speeds along the corridor will be increased. KW - Countermeasures KW - Grade crossing protection systems KW - Improvements KW - North Carolina KW - Private property KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/139 UR - https://trid.trb.org/view/908856 ER - TY - ABST AN - 01575179 TI - Heavy Axle Load (HAL) Revenue Service Tests at Eastern & Western Mega-Sites AB - This project will continue support to the Association of American Railroads (AAR) revenue service test sites. Results have been achieved on the performance of different rail types, grinding and lubrication. Other track components are also tested. KW - Association of American Railroads KW - Axle loads KW - Grinding KW - Lubrication KW - Maintenance of way KW - Railroad tracks UR - https://trid.trb.org/view/1367422 ER - TY - ABST AN - 01575183 TI - Field Test of Biodiesel AB - This project will evaluate engine durability of locomotives using biodiesel fuels. KW - Biodiesel fuels KW - Durability tests KW - Locomotives UR - https://trid.trb.org/view/1367428 ER - TY - ABST AN - 01573566 TI - Alternative Broken Rail Protection AB - With the advent of Positive Train Control (PTC) Technology to replace the conventional track circuit based signaling system, a method has to be devised as an alternative to using the track circuit for detection of broken rail. It is not desirable to retain some part of the track circuits for this detection as they are expensive to install and maintain, and thus contradicting the intent of reducing the replacement and operating cost of train control system by replacing the conventional signaling system with PTC. KW - Flaw detection KW - Maintenance of way KW - Positive train control KW - Railroad signaling KW - Railroad tracks KW - Track circuits UR - https://trid.trb.org/view/1366793 ER - TY - RPRT AN - 01472533 AU - Boeker, Eric R AU - Fleming, Gregg G AU - Rapoza, Amanda S AU - Barberio, Gina AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Handbook for Railroad Noise Measurement and Analysis PY - 2009/10//9/2001-10/2009 SP - 277p AB - This handbook is an update, restructuring and expansion of the 1982 document “Handbook for the Measurement, Analysis, and Abatement of Railroad Noise” originally developed by Wyle Laboratories. The handbook is intended as guidance for those conducting sound level measurements for railroad regulatory compliance under 40CFR Part 201 and 49CFR Parts 210, 222, 227, 228, and 229. Specifically, it addresses 1) noise generated by locomotives and rail-cars during line haul operations, 2) noise generated by yard operations from stationary locomotives, locomotive switching, car-coupling impacts, retarders, and load cell test stands, 3) locomotive horn sound levels, 4) noise levels inside locomotive cabs, 5) noise levels inside employee sleeping quarters, and 6) train employee occupational noise exposure. It contains a history of these regulations, a general procedure for conducting a noise measurement or noise exposure monitoring program and regulation-specific measurement and data analysis procedures and guidance for each type of compliance, including planning recommendations and measurement equipment. It also contains example forms and log sheets to help facilitate the documentation of each measurement. These general procedures can be easily adapted to effectively measure most types of railroad-generated noise. KW - Cabs (Vehicle compartments) KW - Horns KW - Line haul KW - Locomotive operations KW - Locomotives KW - Measurement KW - Monitoring KW - Noise KW - Occupational safety KW - Railroads KW - Regulations KW - Sleeping cars KW - Sound level KW - Yard operations UR - http://ntl.bts.gov/lib/46000/46400/46475/DOT-VNTSC-FRA-10-01.pdf UR - https://trid.trb.org/view/1239155 ER - TY - RPRT AN - 01361234 AU - Trent, Robert AU - Prabhakaran, Anand AU - Brabb, David AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Survivability of Railroad Tank Car Top Fittings in Rollover Scenario Derailments - Part 2 PY - 2009/10//Final Report SP - 69p AB - Phase 2 of this project is a continuation from Phase 1 and investigates the survivability of railroad tank car top fittings in rollover scenarios using Failure Element Analysis techniques. It also explores additional protective concepts intended to survive more severe impacts than those of the Phase 1 study. Three new protective concepts, a rollbar assembly using an elliptical shape to allow the car to roll with little resistance, a fabricated deflective skid, and recessed fittings, are developed and analyzed in Scenario 1 (severe rollover as in the Phase 1 study). A third scenario is simulated for the new concepts, which includes longitudinal car velocity and impact into a concrete barrier. All three of the new protective concepts succeed at protecting the top fittings in both Scenario 1 and Scenario 3. KW - Derailments KW - Failure analysis KW - Fittings KW - Forecasting KW - Open top cars KW - Railroad cars by type KW - Railroad safety KW - Rollover crashes KW - Survival KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/298 UR - https://trid.trb.org/view/1126988 ER - TY - RPRT AN - 01321155 AU - Bien-Aime, Patrick AU - Volpe National Transportation Systems Center AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - North Carolina Sealed Corridor Phase I, II, and III Assessment PY - 2009/10//Final Report SP - 61p AB - The Federal Railroad Administration (FRA) tasked the John A. Volpe National Transportation Systems Center to document the further success of the North Carolina Department of Transportation (DOT) Sealed Corridor project through Phases I, II, and III. The Sealed Corridor is the section of the designated Southeast High Speed Rail (SEHSR) Corridor that runs through North Carolina. The Sealed Corridor program aims at improving or consolidating every highway-rail grade crossing, both public and private, along the Charlotte to Raleigh rail route in North Carolina. The research on the Sealed Corridor assessed the progress made at the 189 crossings that have been treated with improved warning devices or closed between Charlotte and Raleigh, from March 1995 through September 2004. Two approaches were used to describe benefits in terms of lives saved: a fatal crash analysis to derive lives saved, and prediction of lives saved based on the reduction of risk at the treated crossings. Both methods estimated that more than 19 lives have been saved as a result of the 189 improvements implemented through December 2004. Analysis also shows that the resulting reduction in accidents, due to the crossing improvements, is sustainable through 2010, when anticipated exposure and train speeds along the corridor will be increased. KW - Grade crossing protection systems KW - North Carolina KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic KW - Railroad transportation KW - Warning devices UR - http://www.bytrain.org/safety/sealed/PDF/sc_asessment_oct09.pdf UR - http://www.fra.dot.gov/Elib/Document/300 UR - http://ntl.bts.gov/lib/50000/50500/50573/sc_asessment_oct09.pdf UR - https://trid.trb.org/view/1075476 ER - TY - RPRT AN - 01155103 AU - Hellman, Adrian D AU - Ngamdung, Tashi AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Illinois High-Speed Rail Four-Quadrant Gate Reliability Assessment PY - 2009/10//Final Report SP - 45p AB - The Federal Railroad Administration (FRA) tasked the John A. Volpe National Transportation Systems Center (Volpe Center) to conduct a reliability analysis of the four-quadrant gate/vehicle detection equipment installed on the future high-speed rail (HSR) corridor between Chicago and St Louis. A total of 69 highway-rail grade crossings on a 121-mile (195 km) segment of the 280-mile corridor were equipped with four-quadrant gates and inductive loop vehicle detection technology. This segment, between Mazonia and Springfield Illinois, will eventually carry passenger trains at speeds up to 110 mph (177 km/h) at many of the highway-rail grade crossings. The analysis was based on maintenance records obtained from the Union Pacific Railroad, the owner and operator of the highway-rail grade crossings. The results were used to assess the impact of the equipment reliability on the proposed HSR timetable. The Volpe Center study showed that the total average delay to the five scheduled daily high-speed passenger round-trips was an estimated 38.5 minutes, or approximately 4 minutes per train. Overall, extensive analysis of the trouble ticket data showed that the four-quadrant gate and vehicle detection equipment had a minimal direct impact on the frequency and duration of grade crossing malfunctions. KW - Countermeasures KW - Evaluation and assessment KW - Four quadrant gates KW - High speed rail KW - Loop detectors KW - Railroad grade crossings KW - Railroad safety KW - Reliability KW - Vehicle detectors UR - http://ntl.bts.gov/lib/35000/35000/35020/DOT-VNTSC-FRA-09-07.pdf UR - https://trid.trb.org/view/915758 ER - TY - RPRT AN - 01155077 AU - Jeong, D Y AU - Tang, Y H AU - Yu, Hai AU - Lyons, M L AU - Gordon, J E AU - Orringer, O AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Engineering Studies on Structural Integrity of Railroad Tank Cars Under Accident Loading Conditions PY - 2009/10//Final Report SP - 103p AB - This report describes research conducted to support the Federal Railroad Administration (FRA) in addressing safety recommendations made by the National Transportation Safety Board (NTSB) regarding a train derailment that occurred near Minot, North Dakota on January 18, 2002. Engineering studies entailing analysis and testing are described, which include (1) analysis of derailment dynamics based on lumped-parameter models, (2) analysis of the structural behavior of tank car components (such as the head and shell) based on finite element modeling, (3) tank car steels characterization based on laboratory testing of samples obtained from tank cars. Specific details of the research are described. Conclusions based on the research findings to date are outlined. The research began to provide FRA with technical support in responding to recommendations made by the NTSB following the Board’s investigation of the Minot accident. Research results are now being applied to support: (1) rulemaking proposed by FRA and the Pipeline and Hazardous Materials Safety Administration to ensure the safe transport of hazardous materials by tank cars and (2) an industry research-and-development effort, called the Next Generation Rail Tank Car Project that was formed to develop and implement new improved designs for tank cars carrying hazardous materials. KW - Derailments KW - Finite element method KW - Hazardous materials KW - Impact loads KW - Railroad safety KW - Structural integrity KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/299 UR - http://ntl.bts.gov/lib/35000/35200/35277/DOT-FRA-ORD-09-18.pdf UR - https://trid.trb.org/view/915756 ER - TY - RPRT AN - 01150509 AU - Federal Railroad Administration TI - Preliminary National Rail Plan: The Groundwork for Developing Policies to Improve the United States Transportation System PY - 2009/10 SP - 42p AB - The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) directed the Administrator of the Federal Railroad Administration (FRA) to develop a Preliminary National Rail Plan (PNRP or Preliminary Plan) to address the rail needs of the Nation. The PRIIA also directed FRA to provide assistance to States in developing their State rail plans in order to ensure that the Federal long-range National Rail Plan is consistent with approved State rail plans. Subsequent to PRIIA, the American Reinvestment and Recovery Act of 2009 (Recovery Act) sets the framework for the development of true high-speed rail in the United States. This Preliminary Plan is, therefore, an important first step in an ongoing process. This Preliminary Plan lays the groundwork for developing policies to improve the U.S. transportation system. Its goals are consistent with the top goals of the U.S. Department of Transportations (DOT): to improve safety, to foster livable communities, to increase the economic competitiveness of the United States, and to promote sustainable transportation. The important attributes of rail safety, fuel efficiency, and environmental benefits can meaningfully assist in achieving these goals. KW - American Recovery and Reinvestment Act of 2009 KW - Competition KW - Economic factors KW - Improvements KW - Passenger rail KW - Passenger Rail Investment and Improvement Act KW - Rail transit KW - Railroad crashes KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Details/L02695 UR - https://trid.trb.org/view/913070 ER - TY - SER AN - 01156927 JO - Research Results PB - Federal Railroad Administration AU - Stewart, Monique AU - Federal Railroad Administration TI - Evaluation of the Brake Piston Travel Sensor System PY - 2009/09 SP - 3p AB - The Federal Railroad Administration (FRA) successfully concluded its research project to study and measure air brake piston stroke and provide data wirelessly to the locomotive engineer. FRA’s Office of Research and Development funded this four-phase project. A remote sensing mechanism was developed to determine whether the air brakes were applied on railroad freight cars or whether foreign debris is caught between the brake shoe and the wheel of the rail car. Measuring the piston stroke and relaying that measurement to the locomotive engineer in real time will help improve brake efficiency and the overall safety of railroad transportation. Extensive research was conducted to evaluate the appropriate sensor and communication method to measure air brake piston travel. Several sensors were evaluated including piezoelectric films, fiberoptics, Hall Effect, as well as proximity sensors, while considering the challenging railroad environment and cost before selecting the appropriate sensor. In the first phase, a prototype sensor system was developed and installed for a New York Air Brake-type brake cylinder on a Norfolk Southern freight car. In subsequent phases of the project, a system for Wabtec and TMB-type air brakes was developed and sensors were installed for four hopper cars on Southern Company cars for the FRA’s Advanced Concept Train program. Another system will be designed and installed on three hopper cars, one container car, and one tank car in Chicago. A sensor was successfully installed to measure brake piston displacement, which is determined when the brakes are applied and the status is relayed to the locomotive engineer, via the On-board Monitoring and Control System (OBMCS). The results of this project will demonstrate the cost effectiveness and safety benefits of remotely measuring brake piston travel. KW - Air brakes KW - Evaluation KW - Railroad safety KW - Remote sensing UR - http://www.fra.dot.gov/Elib/Document/2010 UR - https://trid.trb.org/view/917700 ER - TY - SER AN - 01156882 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Ranney, Joyce AU - Zuschlag, Michael AU - Federal Railroad Administration TI - Improved Safety Culture and Labor-Management Relations Attributed to Changing At-Risk Behavior Process at Union Pacific PY - 2009/09 SP - 4p AB - Changing At-Risk Behavior (CAB) is a safety process that is being conducted at Union Pacific’s San Antonio Service Unit (SASU) with the aim of improving road and yard safety. CAB is an example of a proactive safety risk-reduction method called Clear Signal for Action (CSA) by the Federal Railroad Administration (FRA) Human Factors Program within the Office of Research and Development. CSA combines behavior-based safety, continuous improvement, and safety leadership development. With sponsorship from FRA, Behavioral Science Technology, Inc. is instructing and advising on the implementation of CAB. The impact of CAB on safety culture, specifically labor-management relations, is evaluated in this paper based on forced-choice safety-culture surveys and semistructured interviews of workers and managers. Quantitative analysis of the survey data indicates that, from the start of CAB in 2005 through the end of the evaluation period in 2008, workers and managers reported improved perceptions of cooperation between labor and management. This finding is corroborated by comparing responses to interviews conducted from 2005 to 2008, with a wide cross-section of workers and managers. Responses show an increase in perceived management commitment to safety and greater trust and cooperation between labor and management. KW - Behavior KW - Culture (Social sciences) KW - Labor relations KW - Leadership KW - Railroad safety KW - Risk taking KW - Safety programs KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/252 UR - https://trid.trb.org/view/917694 ER - TY - SER AN - 01156872 JO - Research Results PB - Federal Railroad Administration AU - Maal, Luis AU - Federal Railroad Administration TI - Radio Frequency Identification to Track Freight Car Truck Components at the Facility for Accelerated Service Testing PY - 2009/09 SP - 4p AB - Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), conducted a radio frequency identification demonstration (RFID) test at the Facility for Accelerated Service Testing (FAST) on the High Tonnage Loop (HTL) located at the Transportation Technology Center in Pueblo, Colorado. This 10-week test showed that RFID technology, which has traditionally been used to track packages and boxes, can be used to track railroad freight-car truck components at speeds of 10 to 40 miles per hour (mph). Twenty-six passive RFID tags were bonded to the wheels, axles, side frames, and bolsters on the trucks of three cars of the FAST train, for a total of 156 tags. Two of the three test cars had aluminum carbodies; the third had steel. This test evaluated two RFID scanners with four antennae each and an automatic equipment identification reader. Four RFID scanner antennae were deployed between the rails in different orientations, and two antennae were mounted vertically on either side of the track to evaluate the effect of antenna position on scanning efficiency. The RFID tags mounted to the wheels, axles, side frames, and bolsters were read each lap for approximately 13,000 miles at FAST. RFID tags mounted to the couplers were read well at low speeds (5 to 10 mph). At 40 mph, many RFID tags were missed due to a narrow window of visibility. Carbody material (aluminum or steel) did not appear to affect how well RFID tags were read. Five wheel-mounted RFID tags fell off, likely due to inadequate degreasing of the area where the epoxy adhesive was applied. KW - Demonstration projects KW - Facility for Accelerated Service Testing KW - Freight cars KW - Radio frequency identification UR - http://ntl.bts.gov/lib/42000/42800/42895/rr0814.pdf UR - https://trid.trb.org/view/917702 ER - TY - SER AN - 01156864 JO - Research Results PB - Federal Railroad Administration AU - Punwani, John AU - Federal Railroad Administration TI - Locomotive Exhaust Emissions PY - 2009/09 SP - 4p AB - The Federal Railroad Administration (FRA) funded a project to conduct locomotive emissions measurement tests using a portable, heavy-duty diesel truck emissions measurement system. Based on the quality of the data collected, the conclusion is the tested equipment can be adapted and/or enhanced for locomotive emissions measurement. This research was funded by FRA in order to improve public and railroad personnel safety as well as to develop a complete locomotive emissions measurement system that would be portable, easy to use, and applicable for both stationary and over-the-road testing. Particulate matter and smoke measurements were not included in the project due to complexities and limited funding. Emissions measurement of locomotives requires extensive preparation in instrumentation, data reduction and analysis. Insofar as the instrumentation is concerned, the use of a compact, lightweight, easy to use, and integrated emissions measurement system greatly reduces this complexity. A portable emissions measurement system that is used in the heavy-duty diesel truck industry was procured for the project. For data reduction, custom spreadsheets were developed to combine engine performance information with raw emissions concentration data in order to generate brake-specific and duty cycle emissions rates and successfully used them in post-processing emissions data. A portable system was developed wherein the emissions and auxiliary instrumentation is transported in a cargo van and parked next to the locomotive for use. This arrangement allows for efficient and portable measuring of locomotive emissions. The setup and measurement portion of an emissions test can be completed in 1-2 days using this system; a significant improvement over current logistics where the locomotive has to be taken out of service, and can result in significant revenue loss to railroads and car owners. Based on the test results, it appears that the tested system can be adapted to provide for an efficient means of measuring locomotive emissions. KW - Diesel engine exhaust gases KW - Diesel locomotives KW - Environmental impacts KW - Measurement KW - Portable equipment UR - http://www.fra.dot.gov/Elib/Document/253 UR - https://trid.trb.org/view/917689 ER - TY - SER AN - 01147291 JO - FRA Research Results PB - Federal Railroad Administration AU - Coplen, Michael TI - Decreases in Collision Risk and Derailments Attributed to Changing At-Risk Behavior Process at Union Pacific PY - 2009/09 SP - 4p AB - Changing At-Risk Behavior (CAB) is a safety process that is being conducted at Union Pacific’s San Antonio Service Unit (SASU) with the aim of improving road and yard safety. CAB is an example of a proactive safety risk-reduction method, called Clear Signal for Action (CSA), by the Federal Railroad Administration (FRA) Human Factors Program within the Office of Research and Development. CSA combines behavior-based safety, continuous improvement, and safety leadership development. With sponsorship from FRA, Behavioral Science Technology, Inc., is instructing and advising on the implementation of CAB. Beginning in September 2005, CAB initially targeted improving practices associated with road-crew attention. Over two years since the start of this effort, SASU showed significant 72 percent drop in decertification rates, a proxy for collisions, that are likely to be related to crew attention, namely failure to stop for a red signal aspect, violation of main track authority, and speeding. The other service units in the same region showed no significant change in such decertifications. Beginning in October 2006, CAB expanded its focus to operations in the yard. At the time of this evaluation, there was a strong implementation at the Eagle Pass yard, a moderate implementation in the yards within the city of San Antonio, and no implementation at other yards in the service unit. Since CAB switching started, human-factors derailment rates decreased 69 percent (i.e., improved 319 percent) at the Eagle Pass yard. No significant changes occurred for the City of San Antonio or the non-CAB yards. KW - Behavior KW - Countermeasures KW - Human factors KW - Railroad safety KW - Risk reduction KW - San Antonio (Chile) UR - http://www.fra.dot.gov/Elib/Document/140 UR - https://trid.trb.org/view/907072 ER - TY - SER AN - 01143748 JO - FRA Research Results PB - Federal Railroad Administration TI - A Practical Risk Assessment Methodology for Safety-Critical Train Control Systems PY - 2009/09 IS - RR09-17 SP - 4p AB - This project has two objectives: one is to develop a methodology for quantitative risk analysis of a proposed safety-critical train control system (proposed case), and the other is to build a software tool to help automate the process of data preparation and risk comparison between the current system operation (base case) and the proposed case. This comparison enables the calculation of tolerable hazard rates that the proposed system must be designed not to exceed. That is, the proposed safety-critical train control system will be at least as safe as the system it replaces, in accordance with the requirements of Title 49 Code of Federal Regulations Part 236 Subpart H. The Practical Risk Assessment Methodology (PRAM) is a cause-consequence analysis supported by event tree analyses, and by statistical analysis of available historical data from the Federal Railroad Administration’s Railroad Accident/Incident Reporting System (RAIRS). First, the accident probabilities and consequences are calculated for each hazard, and then the collective risks are calculated in the form of total cost of accidents per train-mile for the base case and proposed system. The use of a standard tool makes this iterative process transparent to all reviewers. Where a lack of data exists for new systems, this standard process allows the user to collect new data and test new scenarios, and at the same time, maintain the data references between the old and new scenarios. KW - Automatic train control KW - Methodology KW - Railroad safety KW - Risk assessment KW - Software UR - http://www.fra.dot.gov/Elib/Document/1998 UR - https://trid.trb.org/view/904103 ER - TY - SER AN - 01143747 JO - FRA Research Results PB - Federal Railroad Administration TI - Update of Experiments at the Revenue Service Mega Sites PY - 2009/09 IS - RR09-15 SP - 4p AB - Revenue service testing by Transportation Technology Center, Inc. at the eastern and western mega sites continues to determine the effects of heavy axle loads (HAL) on track infrastructure and to monitor performance of new technologies and designs intended to improve train operation safety and to mitigate detrimental effects of HAL on the track structure. The Federal Railroad Administration and the Association of American Railroads co-sponsor this research. These two mega test sites were established in 2004 and every year a number of experiments are conducted to address various HAL operation issues. Some experiments are long term, taking a few years to complete and may be conducted in phases. This paper is a summary of findings from experiments conducted in 2008 and the first quarter of 2009. These include experiments on premium rails, wide-gap welds (WGW), insulated joints (IJ), rail anchors on concrete ties, plastic ties, elastic fasteners, and bridge approach remedies. KW - Anchors (Structural connectors) KW - Bridge approaches KW - Concrete ties KW - Elastic fasteners KW - Experiments KW - Heavy axle loads KW - Insulated joints KW - Plastic composite ties KW - Rail fasteners KW - Rail joints KW - Railroad ties KW - Railroad tracks KW - Wide gap thermite welds (rail) UR - http://www.fra.dot.gov/Elib/Document/2000 UR - https://trid.trb.org/view/904097 ER - TY - ABST AN - 01492225 TI - Examine Problems Collision Avoidance AB - The purpose of this project is to examine the problem of collision avoidance between locomotives, or a locomotive and another tail vehicle, when the colliding vehicles are operating on the same track or likely to operate on the same track. It is anticipated that the system will engage when the vehicles are no more than one or two miles apart by sending a timely warning to the cab crew. If no response is received by the cab crew, the system will slow down the moving locomotives, be eventually deploying full brakes. KW - Braking KW - Crash avoidance systems KW - Locomotives KW - Railroad crashes KW - Railroad transportation KW - Train crews KW - Warning systems UR - https://trid.trb.org/view/1261190 ER - TY - ABST AN - 01465065 TI - Examine Problems of Collision Avoidance AB - The purpose of this project is to examine the problem of collision avoidance between locomotives, or a locomotive and another tail vehicle, when the colliding vehicles are operating on the same track or likely to operate on the same track. It is anticipated that the system will engage, when the vehicles are no more than one or two miles apart, by sending a timely warning to the cab crew. If no response is received by the cab crew, the system will slow down the moving locomotive(s), by eventually deploying full brakes. KW - Crash avoidance systems KW - Locomotives KW - Warning systems UR - https://trid.trb.org/view/1233298 ER - TY - RPRT AN - 01518957 AU - Church, Robert F AU - Hyde, David J AU - Mauri, Ronald A AU - Mergel, Joseph J AU - Pace, David AU - Pickrell, Don H AU - Shaulov, Mark AU - Templeton, Joshua AU - Wetula, Leopold E AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Methodology for Determining the Avoidable and Fully Allocated Costs of Amtrak Routes Volumes I, II, and III PY - 2009/08 SP - 221p AB - The Federal Railroad Administration tasked the Volpe Center with developing a methodology for determining the avoidable and fully allocated costs of Amtrak routes. Avoidable costs are costs that would not be incurred if an Amtrak route were discontinued. Fully allocated costs are the total costs of operating a route, including operating, marketing, general and administrative, and capital costs. The methodology was developed in cooperation with Amtrak staff and is being implemented within Amtrak’s new Amtrak Performance Tracking (APT) system. This report describes the methodology for determining Amtrak’s avoidable and fully allocated costs. Challenges faced in developing the methodology included how to allocate shared costs that cannot be directly linked to single trains, how to spread high-level costs, such as general and administrative costs, how to distribute costs to Amtrak’s ancillary businesses, how to estimate and allocate capital costs given Amtrak’s history and structure, and how to estimate avoidable costs given record keeping limitations and the fact that many Amtrak costs are shared. The methodology will provide improved estimates of avoidable and fully allocated costs as compared to Amtrak’s current cost allocation system. It simplifies the cost allocation rules, incorporates Amtrak’s ancillary businesses in the allocation process, and increases transparency. KW - Amtrak KW - Cost accounting KW - Cost allocation KW - Cost estimating KW - Costs KW - Methodology KW - Passenger trains KW - Routes KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/15771 UR - http://www.fra.dot.gov/Elib/Document/15780 UR - https://www.fra.dot.gov/Elib/Document/16962 UR - http://ntl.bts.gov/lib/49000/49200/49201/DOT-VNTSC-FRA-09-05_Appendices_B-H.pdf UR - https://trid.trb.org/view/1290293 ER - TY - SER AN - 01156909 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - Alaska Railroad Collision Avoidance System (CAS) Project PY - 2009/08 SP - 4p AB - The Alaska Railroad (ARRC) is developing a program to design, develop, and implement a communication-based vital positive train control (PTC) system called collision avoidance system (CAS). This system will ensure an environment in which the safety of ARRC passenger and freight train operations in centralized traffic control (CTC) and non-signalized direct traffic control (DTC) will be significantly enhanced as well as providing for efficient train operations. The proposed safety enhancements include: (1) Generating and delivering safe mandatory directives, (2) Fail-safely enforcing authority limits to prevent train-to-train collisions, (3) Fail-safely enforcing speed restrictions to prevent overspeed derailments, (4) Protecting roadway workers within their assigned limits from incursions, and (5) Protecting train movements from a switch aligned in the wrong position. The CAS system will be implemented system-wide on the ARRC rail network including 65 miles of CTC and 435 miles of DTC territory; the network is a single main-line rail system that has both freight and passenger traffic concurrently. All controlling locomotives will be equipped with vital onboard computer equipment and two data packet radios for both low (44 MHz) and high (161 MHz) band radio frequencies. KW - Alaska KW - Automatic train control KW - Crash avoidance systems KW - Positive train control KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/1999 UR - https://trid.trb.org/view/917693 ER - TY - RPRT AN - 01142528 AU - Mokkapati, C AU - Tse, Terry AU - Rao, A AU - Ansoldo-STS USA, Incorporated AU - Federal Railroad Administration TI - Practical Risk Assessment Methodology for Safety-Critical Train Control Systems PY - 2009/07//Final Report SP - 125p AB - This project proposes a Practical Risk Assessment Methodology (PRAM) for analyzing railroad accident data and assessing the risk and benefit of safety-critical train control systems. This report documents in simple steps the algorithms and data inputs that are required to calculate the collective risks associated with a proposed system (such as a positive train control system). These risks are in turn compared with a reference safety target (such as the risk associated with the existing system or method of operation that the proposed system is intended to replace) to arrive at the quantitative hazard rates that proposed system must be designed not to exceed. These hazard rates, called tolerable hazard rates, form a key part of the safety requirements specification for the proposed system. A software tool has been developed for use by risk analysts safety engineers to implement the steps of PRAM in an iterative manner. KW - Algorithms KW - Automatic train control KW - Benefits KW - Human factors engineering KW - Railroad crashes KW - Railroad safety KW - Risk assessment KW - Safety performance UR - http://www.fra.dot.gov/Elib/Document/306 UR - https://trid.trb.org/view/902882 ER - TY - RPRT AN - 01142506 AU - Rancatore, B AU - Llana, P AU - Ingen-Dunn, C V AU - Bradney, C AU - Armor Holdings Aerospace and Defense Group AU - Federal Railroad Administration TI - Occupant Protection Experiments in Support of a Full-Scale Train-to-Train Crash Energy Management Equipment Collision Test PY - 2009/07 SP - 95p AB - The Federal Railroad Administration sponsored a full-scale train-to-train crash energy management (CEM) technology test that was conducted on March 23, 2006, at the Transportation Technology Center in Pueblo, Colorado. The Volpe National Transportation Center directed and coordinated the contractors who implemented the test and developed the technical requirements for the test, including the conditions, the equipment tested, and the measurements made. This report describes the installation details and the results of the five occupant protection experiments conducted as part of Task Order Contract DTR S57-04-D-30008/TO6. The five experiments were conducted on board two commuter rail cars as part of the full-scale train-to-train CEM equipment collision test. KW - Crash energy management KW - Crashworthiness KW - Frontal crashes KW - Impact tests KW - Occupant protection devices KW - Railroad cars KW - Railroad safety KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/321 UR - http://ntl.bts.gov/lib/34000/34500/34534/DOT-VNTSC-FRA-09-06.pdf UR - https://trid.trb.org/view/902734 ER - TY - RPRT AN - 01142468 AU - Federal Railroad Administration TI - Development of an Adaptive Predictive Braking Enforcement Algorithm PY - 2009/07//Research Results SP - 4p AB - Predictive enforcement braking is one of the key concepts behind positive train control (PTC) systems. If a train is on the verge of overrunning a target stopping location, such as an authority limit, the system enforces a brake application to stop the train safely short of the limit. The concept depends on an algorithm that can predict the stopping distance of the train. Errors in stopping distance prediction can result in target overruns, target underruns, or unnecessary enforcements, which can negatively impact railroad safety or operations. Due to the uncertainty of many parameters that affect stopping distance, PTC enforcement algorithms have traditionally used a target offset to ensure that no trains overshoot the target. However, this can force the algorithm to be overly conservative and result in unnecessary or early warnings and enforcement. KW - Adaptive control KW - Braking KW - Fail safe systems KW - Interoperability KW - Positive train control KW - Railroad safety KW - Railroad transportation KW - Stopping distances KW - Telecommunications UR - http://www.fra.dot.gov/Elib/Document/2001 UR - https://trid.trb.org/view/902703 ER - TY - RPRT AN - 01139850 AU - Federal Railroad Administration TI - Crossing Consolidation Guidelines PY - 2009/07//Research Results SP - 4p AB - The development of highway-rail grade crossing consolidation guidelines provides federal endorsement for the closure and consolidation of unneeded highway-rail grade crossings. The United States Department of Transportation (USDOT) Federal Railroad Administration (FRA) Office of Research and Development tasked the Research and Innovative Technology Administration John A. Volpe National Transportation Systems Center (Volpe Center) with supporting FRA Office of Safety in the update of the 1994 Grade Crossing Consolidation manual. The Volpe Center conducted literature and regulation reviews and solicited information from states about their crossing consolidation programs. The information and experiences were compiled into key subject areas. These subject areas are topics for state and local officials to consider during the crossing consolidation process. Best practices and lessons learned are provided as examples. Crossing consolidation is crucial to public safety and economic development. Consolidating crossings ensures the ability of the railroads to play a constructive role in the national transportation system and to reduce congestion. The best practices, success stories, and tools offered in this document are a means to provide support and technical assistance in developing a successful program. KW - At grade intersections KW - Best practices KW - Consolidation KW - Economic development KW - Grade crossing closure KW - Grade crossing protection systems KW - Guidelines KW - Technical assistance UR - http://www.fra.dot.gov/Elib/Document/2002 UR - https://trid.trb.org/view/900138 ER - TY - RPRT AN - 01155083 AU - Petit, Bill AU - Petit Consulting AU - Railroad Research Foundation AU - Federal Railroad Administration TI - Interoperable Communications-Based Signaling Project PY - 2009/06/30 SP - 33p AB - Interoperable Communication-Based Signaling (ICBS) refers to an implementation of a train control system based on signaling principles whose system architecture and interface are documented as Recommended Practices (from the AREMA Manual of Recommended Practices for Communications and Signaling) by the Association of Railroad Engineering and Maintenance-of-Way Association (AREMA). This project demonstrated that existing suppliers of vital (fail-safe) train control equipment can modify their products to support the system architecture and interfaces as specified. ICBS is capable of satisfying the requirements of a positive train control system. KW - Communication KW - Interoperability KW - Positive train control KW - Railroad safety KW - Railroad signaling UR - http://www.fra.dot.gov/Elib/Document/343 UR - https://trid.trb.org/view/915755 ER - TY - RPRT AN - 01142474 AU - Brosseau, Joseph AU - Ede, Bill Moore AU - Association of American Railroads AU - Federal Railroad Administration TI - Development of an Adaptive Predictive Braking Enforcement Algorithm PY - 2009/06 SP - 191p AB - Predictive enforcement braking is one of the key concepts behind positive train control (PTC) systems. If a train is on the verge of overrunning a target stopping location, such as an authority limit, the system enforces a brake application to stop the train safely short of the limit. The concept depends on an algorithm that can predict the stopping distance of the train. Errors in stopping distance prediction can result in target overruns, target underruns, or unnecessary enforcements, which can negatively impact railroad safety or operations. Due to the uncertainty of many parameters that affect stopping distance, PTC enforcement algorithms have traditionally used a target offset to ensure that no trains overshoot the target. But this can force the algorithm to be overly conservative, resulting in unnecessary or early warnings and enforcements. Federal Railroad Administration (FRA) contracted Transportation Technology Center, Inc. (TTCI) to research proof-of-concept techniques for improving the accuracy of PTC enforcement algorithms by adapting the algorithm to the characteristics of each specific train. The project included a parametric study of some of the key variables that can affect stopping distance, followed by the development and testing of the adaptive functions. KW - Algorithms KW - Automatic train control KW - Braking KW - Interoperability KW - Positive train control KW - Railroad safety KW - Railroad traffic KW - Telecommunications UR - http://www.fra.dot.gov/Elib/Document/342 UR - https://trid.trb.org/view/902715 ER - TY - SER AN - 01139282 JO - FRA Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - Interoperable Communications-Based Signaling as a Basis for Positive Train Control PY - 2009/06 SP - 4p AB - This project demonstrated that the major suppliers of signaling equipment for the North American railroads could modify their existing safety-critical equipment to support operation of a vital interoperable positive train control system based on signaling principles developed over many decades. Project participants included the major suppliers of signal and train control equipment within North America. These suppliers have provided a wide variety of signaling equipment, including processor-based equipment that has been in revenue service on railroads and transit properties for decades. This includes equipment designed and built to the vital (or fail-safe) requirements of rail and transit properties. The project was sponsored by the Federal Railroad Administration’s (FRA) Office of Railroad Development and coordinated through the Railroad Research Foundation (www.railroadresearch.org). This project was undertaken to show a set of interoperability standards developed and maintained through an industry professional organization, such as the American Railway Engineering and Maintenance-of-Way Association (AREMA), could be implemented. Interoperability is important as trains frequently travel across multiple territories operated by other railroads. As part of the project, a test environment modeling four sections, each representing a different railroad, was created along with a communications infrastructure for transporting messages. Each of the suppliers modified their own existing equipment to support the AREMA Manual of Recommended Practices and inserted their equipment into one of the sections within the overall test environment. Experience gained through the project was collected and referred to AREMA for inclusion in the next release of Recommended Practices. The four suppliers demonstrated that their modified wayside equipment operated within the test environment and was interoperable with the other suppliers equipment. Two of the suppliers demonstrated their carborne equipment operated within the system (including across all four suppliers waysides) and was interoperable within the overall system. KW - Communications KW - Interoperability KW - Positive train control KW - Rail transit KW - Railroads KW - Signaling UR - http://www.fra.dot.gov/Elib/Document/2003 UR - https://trid.trb.org/view/898948 ER - TY - RPRT AN - 01142520 AU - Garcia, G A AU - Rummel, W AU - Gonzalez, F AU - Association of American Railroads AU - Federal Railroad Administration TI - Quantitative Nondestructive Testing of Railroad Tank Cars Using the Probability of Detection Evaluation Approach PY - 2009/05 SP - 100p AB - Through sponsorship by the Federal Railroad Administration (FRA) and in cooperation with tank car industry representatives, Transportation Technology Center, Incorporated (TTCI) has developed probability of detection (POD) curves for nondestructive testing (NDT) methods allowed under 49 CFR Sections 179 and 180 for use in structural integrity inspections. TTCI has also worked with FRA and industry representatives to establish baseline PODs for bubble leak and eddy current testing. As part of the same research program the Tank Requalification and Inspection Center, Tank Car Defect Library, and master gage development also continue to be developed. It is expected that through industry use of these resources, and implementation of quantified NDT processes and procedures, an increase in safety and reliability of tank car operations over revenue service track can be achieved. KW - Crack propagation KW - Crash investigation KW - Eddy currents KW - Hazardous materials KW - Nondestructive tests KW - Railroad safety KW - Railroad traffic KW - Tank cars UR - http://permanent.access.gpo.gov/gpo22795/ord0910.pdf UR - https://trid.trb.org/view/902883 ER - TY - RPRT AN - 01142467 AU - Chambers, P AU - Kimbel, D AU - Misiaszek, A AU - Technical Products Incorporated AU - Federal Railroad Administration TI - Emergency Escape Breathing Apparatus PY - 2009/05//Final Report SP - 77p AB - Through sponsorship by the Federal Railroad Administration and in cooperation with the railroad industry and railroad labor organizations. Technical Products, Inc. (TPI) has developed information and recommendations relative to the use of emergency escape breathing apparatus (EEBA) by train crews who may have exposure to hazardous materials and would pose an inhalation hazard in the event of unintentional use. The research included defining the scope of the triggering criteria the presence on trains of hazardous material that would pose an inhalation hazard in the event of unintentional release, the state of EEBA technology, the methods by which EEBAs might be provided to crews, the incidence rate of accidents with fatalities and serious injuries attributable to the inhalation of released hazardous material, and the economic issues involved with the provision of these devices to all train crew members. KW - Breathing apparatus KW - Data collection KW - Escape systems KW - Exposure (Pollutants) KW - Hazardous materials KW - Poisons KW - Toxicity KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/1419 UR - https://trid.trb.org/view/902717 ER - TY - RPRT AN - 01470883 AU - Polivka, Alan AU - Ede, Bill Moore AU - Drapa, Joe AU - Transportation Technology Center, Incorporated AU - Railroad Research Foundation AU - Federal Railroad Administration TI - North American Joint Positive Train Control Project PY - 2009/04 SP - 84p AB - Positive train control (PTC) offers the promise of significant potential benefits in railroad safety, capacity, and efficiency. However, PTC reveals new and much more complex design issues than those encountered with conventional train control systems. This is largely because a PTC system comprises a large, distributed, real-time communications, control, and mobile computing network that embodies and enforces many of the railroad operating rules. This report summarizes key issues encountered in developing the vital North American Joint Positive Train Control (NAJPTC) system along with solutions, rationale, and results. The unique experiences gained from this project have benefited other PTC projects and have led to the inception of subsequent projects to further address issues identified. KW - Communications Based Train Control KW - Moving block control KW - Positive train control KW - Railroad capacity KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/380 UR - https://trid.trb.org/view/1238921 ER - TY - RPRT AN - 01470880 AU - Federal Railroad Administration TI - The Highway-Rail Crossing Inventory Number PY - 2009/04 SP - 4p AB - The following is extracted from the Federal Railroad Administration (FRA) National Highway-Rail Crossing Inventory Instructions and Procedures Manual dated December 1996 and updated. In 1974, an effort was undertaken to inventory and assign a unique number to all public and private highway-rail intersections and pedestrian crossings in the United States. A National Advisory Committee, having representation from all involved stakeholders, was appointed to provide technical guidelines for the implementation of the inventory program to start on January 1, 1975. A special crossing inventory numbering system was designed to reduce the possibility of error in identifying a crossing and its location, thus insuring that crossing data was recorded and identified for the correct location. A simple numeric system requiring the use of six digits followed by the alpha character at the end of the numerical sequence (a total of seven character spaces) was adopted by the National Advisory Committee. This crossing identification number was placed at all crossings on number boards, along with the "U.S. DOT-AAR" designation (the AAR designation has since been dropped at their request in 1999). KW - Identification systems KW - Inventory KW - Numbering KW - Railroad grade crossings UR - http://www.fra.dot.gov/eLib/details/L02611 UR - https://trid.trb.org/view/1238929 ER - TY - RPRT AN - 01142759 AU - Lee, Harvey Shui-Hong AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - The Aerodynamic Effects of Passing Trains to Surrounding Objects and People PY - 2009/04//Final Report SP - 287p AB - Two safety issues are raised on the aerodynamic effects of a passing train on its surroundings. First, a high-speed train passing other trains on an adjacent track exerts aerodynamic pressure that can affect the structural integrity of window mount and glazing, and the stability of the railroad car being passed. Second, as a high-speed train passes train stations immediately adjacent to the platform without stopping, people and objects on these station platforms are exposed to strong airflow causing debris and objects to be blown about and people to potentially lose their balance. This safety issue also extends to railroad workers on trackside as a high-speed train passes. The objective of the research was to obtain aerodynamic data on passing trains, and to assess its effects on other trains being passed, as well as on people in proximity to the passing trains. The study entailed both numerical simulation and experimentation. Numerical simulation included both simple single degree-of-freedom dynamics models, and more complex computational fluid dynamics and multi-body simulation models. Experimentation involved full-scale testing of a rail car passed by a high-speed train on an adjacent track, and measurement of train-induced airflow and forces on cylindrical dummies from a passing train. KW - Aerodynamic force KW - Double stack container cars KW - Drag KW - Fluid dynamics KW - High speed ground transportation KW - High speed rail KW - Passing KW - Railroad platforms KW - Transient loads UR - http://www.fra.dot.gov/Elib/Document/1422 UR - http://ntl.bts.gov/lib/34000/34400/34411/DOT-VNTSC-FRA-04-05.pdf UR - https://trid.trb.org/view/903031 ER - TY - RPRT AN - 01142755 AU - Horton, Suzanne AU - Carroll, Anya AU - Chaudhary, Mina AU - Ngamdung, Tashi AU - Mozenter, Jonathan AU - Skinner, David AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Success Factors in the Reduction of Highway-Rail Grade Crossing Incidents from 1994 to 2003 PY - 2009/04//Final Report SP - 127p AB - Between the years 1994 and 2003, incidents at highway-rail grade crossings declined by 41.2 percent. The reasons for this decline were unknown. The John A. Volpe National Transportation Systems Center was tasked by the Federal Railroad Administration to identify the salient success factors in highway-rail grade crossing incident reduction. The success factors were analyzed and investigated using various qualitative and quantitative methods. Ten factors were identified as the most influential safety factors. The ten factors are: Commercial Driver Safety, Locomotive Conspicuity, More Reliable Motor Vehicles, Crossing Closure and Grade Separation, Sight Lines Clearance, Warning Device Upgrades, the Grade Crossing Maintenance Rule, the Section 130 Program, Operation Lifesaver, and Railroad Mergers. Commercial Driver Safety, Locomotive Conspicuity, More Reliable Motor Vehicles, Sight Lines Clearance, and the Grade Crossing Maintenance Rule were quantitatively analyzed with data from the Railroad Accident Incident Reporting System; they impacted 54 percent of the incidents and accounted for 79 percent of the reduction in incidents. KW - Commercial vehicles KW - Crash reduction factors KW - Grade crossing protection systems KW - Railroad grade crossings KW - Traffic control devices KW - Traffic safety KW - Visibility distance KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/379 UR - http://ntl.bts.gov/lib/34000/34500/34533/DOT-VNTSC-FRA-09-01.pdf UR - https://trid.trb.org/view/903029 ER - TY - RPRT AN - 01142525 AU - Federal Railroad Administration TI - Remote Control and Monitoring from the Locomotive Cab PY - 2009/04 SP - 4p AB - he Office of Research and Development of the Federal Railroad Administration (FRA) has developed a system to monitor and control mechanical components on railroad freight cars from the safety of the locomotive cab. The projects main objective is to improve railroad safety and efficiency by using advanced technologies to monitor and control components, as well as, improve crew safety and operational efficiency during switching operations. KW - Cabs (Vehicle compartments) KW - Freight traffic KW - Graphical user interfaces KW - Human machine interface KW - Locomotives KW - Monitoring KW - Railroad safety KW - Remote control KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2006 UR - https://trid.trb.org/view/902888 ER - TY - RPRT AN - 01142473 AU - Carroll, A A AU - Haines, M J AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - 2003 Highway-Rail Grade Crossing Safety Research Needs Workshop. Volume 1: Summary of Results PY - 2009/04//Final Report SP - 109p AB - The purposes of the workshop were to provide up-to-date information and research reports from selected organizations, analyze a number of safety research topics by a selected group of delegates from all areas of technology and government organizations associated with the rail industry, and define a new practical list of research needs for the Highway-Rail at Grade Crossing Safety Program of the Federal Railroad Administrations Office of Research and Development and Office of Safety in coordination with other organizations having similar needs. KW - Countermeasures KW - Fatalities KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Research KW - Results KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/375 UR - https://trid.trb.org/view/902706 ER - TY - RPRT AN - 01142464 AU - Federal Railroad Administration TI - Advanced Truck for Higher-Speed Freight Operations PY - 2009/04 SP - 4p AB - A major constraint for higher-speed freight trains is truck hunting, or lateral instability. The three-piece truck, a workhorse for the railroad industry for over 100 years, is inherently susceptible to hunting in empty car conditions above 45 to 50 mph. This speed limitation on any train that has an empty car leads to operations restricted below the hunting speed. The Federal Railroad Administration, through the U.S. Department of Transportation Small Business Innovative Research (SBIR) Phase I program, sponsored the development of a Higher-Speed Truck (HST) for freight trains. The major objective was to develop a concept, which would raise the hunting speed of a freight truck to 150 mph without compromising the performance in other regimes. From this intense effort, a concept for a higher-speed freight truck intended for 70-ton regular freight was developed. The truck utilizes a rigid frame (H-frame) and an independent, compliant, primary suspension (springs/damping between the wheel-set/bearing adapter and the frame) for its basic architecture. Constant contact side-bearings and yaw dampers were added to improve dynamic performance. KW - Car trucks (Railroads) KW - Damping capacity KW - Empty cars (Railroads) KW - Freight trains KW - Freight transportation KW - High speed ground transportation KW - High speed rail KW - Yaw UR - http://www.fra.dot.gov/Elib/Document/2005 UR - https://trid.trb.org/view/902709 ER - TY - RPRT AN - 01142223 AU - Federal Railroad Administration TI - North American Joint Positive Train Control (NAJPTC) Project. Research Results PY - 2009/04 SP - 4p AB - The North American Joint Positive Train Control (NAJPTC), was an ambitious project to develop, test, and demonstrate PTC capabilities, including flexible block operations, interoperability, and advance activation of highway grade crossing devices, in a corridor with both freight and passenger service. The projects safety objectives were to: (a) prevent train-to-train collisions (positive train separation), (b) enforce speed restrictions, including civil engineering restrictions and temporary slow orders, and (c) provide protection for roadway workers and their equipment operating under specific authorities. Additionally, the project would provide for industry interoperability, demonstrate safe operation of locomotives equipped with interoperable systems, and implement moving block functionality. The project would provide a cost-effective design in order to enhance prospects for deployment. KW - Automatic train control KW - Benefit cost analysis KW - Positive train control KW - Railroad capacity KW - Railroad operations KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2007 UR - https://trid.trb.org/view/901830 ER - TY - RPRT AN - 01127309 AU - Federal Railroad Administration TI - Vision for High-Speed Rail in America PY - 2009/04 SP - 28p AB - President Obama proposes to help address the Nation’s transportation challenges by investing in an efficient, high-speed passenger rail network of 100- to 600-mile intercity corridors that connect communities across America. This vision builds on the successful highway and aviation development models with a 21st century solution that focuses on a clean, energy-efficient option (even today’s modest intercity passenger rail system consumes one-third less energy per passenger-mile than automobiles, for example). Developing a comprehensive high-speed intercity passenger rail network will require a long-term commitment at both the Federal and State levels. The President proposes to jump-start the process with the $8 billion down payment provided in the American Recovery and Reinvestment Act (ARRA) and a high-speed rail grant program of $1 billion per year (proposed in his fiscal year (FY) 2010 budget). The table of contents lists the following headings: Historical Perspective, Current Challenges, Legislative Foundation, Funding Approach, Project Selection, and Implementation Schedule. KW - American Recovery and Reinvestment Act of 2009 KW - Financing KW - Grant aid KW - High speed rail KW - History KW - Intercity transportation KW - Legislation KW - Plan implementation KW - Railroads KW - Strategic planning KW - United States UR - http://www.apta.com/gap/legissues/passengerrail/Documents/FRA_HSR_Strategic_Plan.pdf UR - https://trid.trb.org/view/887895 ER - TY - ABST AN - 01492332 TI - Study on Historic Preservation Passenger Rail Investment & Improvement 2005 AB - In accordance with Section 407 of the Passenger Rail Investment and Improvement Act of 2008, the Department will conduct research and produce a report in consultation with the Advisory Council on Historic Preservation, the National Conference of State Historic Preservation Officers (SHPOs), the Department of the Interior, appropriate representatives of the railroad industry, and representative stakeholders, on ways to streamline compliance with the requirements of Section 303 of Title 49 U.S.C. and Section 106 of the National Historic Preservation Act (NHPA) for federally funded railroad infrastructure repair and improvement projects. The study shall: 1) Summarize the current and predictable future state of railroad resource and railroad corridor eligibility and eligibility determinations under the National Historic Preservation Act; 2) Report the results of a case study with field reconnaissance comparing documentation for two to three rail corridors; 3) Explore and identify extant and potential problems and benefits related to designating railroad corridors as historic resources; forecasts the likelihood, implications and consequences of widespread designation of railroad corridors as linear historic districts, to both federal sponsorship of railroad infrastructure improvement and historic preservation outcomes; 4) Explore and identify possible streamlining solutions to the historical railroad resource preservation problems including but not limited to administrative, regulatory or legislative measures providing an exemption of railroad corridors under the National Historic Preservation Act and administrative, regulatory or legislative measures related to the application of Section 4(f) to railroad infrastructure improvement projects. The solutions should achieve railroad safety and railroad improvement by ensuring necessary maintenance, repairs and structure replacements are not hindered while focusing on meaningful historic preservation outcomes for historic resources and structures along corridors. KW - Compliance KW - Corridors KW - Historic preservation KW - Infrastructure KW - Railroad bridges KW - Railroad tracks KW - Railroad transportation UR - https://trid.trb.org/view/1261465 ER - TY - ABST AN - 01494908 TI - Comparative Emissions Database AB - The Comparative Emissions DataBase (CEDB) web interface was created by Aerodyne Research, Inc. (ARI) under the direction and funding of the US Department of Transportation and Federal Aviation Administration. The objective of this web tool is to facilitate application of the extensive data available in the CEDB, for comparing the potential environmental impact (especially for climate change) of moving passengers and freight via various transportation modes. The CEDB incorporates data from various sources - including measurements by ARI using novel high resolution instruments invented at ARI, as well as other research data available in the scientific literature - and covers air, road, rail and marine transportation modes. Other data sources include certification sources (e.g. EPA certification data). KW - Alternatives analysis KW - Climate change KW - Databases KW - Environmental impact analysis KW - Environmental impacts KW - Pollutants KW - Transportation modes UR - https://trid.trb.org/view/1264142 ER - TY - RPRT AN - 01142219 AU - Federal Railroad Administration TI - Effects of Active Warning Reliability on Motorist Compliance at Highway-Railroad Grade Crossings. Research Results PY - 2009/03 SP - 4p AB - Understanding why motorists do not comply with signals at active grade crossings will aid the Federal Railroad Administration (FRA) to develop safety improvements at highway-rail grade crossings. This research is focused on willful noncompliance when a motorist consciously and deliberately ignores activated warning signals and drives around the lowered gates. Previous research suggests that willful noncompliance is caused by the perception that the warning signal is unreliable. This perception may be the consequence of two different types of failures: a false activation, when a warning signal is activated but no train is at the crossing; or a miss, which is a failure of the warning signal to activate when a train approaches. Two experiments were conducted to examine whether motorists were able to detect changes in warning device reliability, and if so, what was the effect on their subsequent decisions. Signal detection theory was applied to describe the decisions made. KW - Compliance KW - Grade crossing protection systems KW - Highway traffic control KW - Railroad grade crossings KW - Traffic control devices KW - Traffic safety KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/2008 UR - http://ntl.bts.gov/lib/33000/33700/33706/33706.pdf UR - https://trid.trb.org/view/901828 ER - TY - RPRT AN - 01470882 AU - Adduci, Bob AU - Mottley, Frederick AU - Haines, Marsha AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - ROW Fatality and Trespass Reduction Workshop 2008 – Summary of Results PY - 2009/02//Final Report SP - 138p AB - This report documents the activities and results of the first Right-of-Way (ROW) Fatality and Trespass Prevention Workshop which was held April 1 & 2, 2008 at the Caltrain headquarters in San Carlos, California. The workshop was sponsored by the Federal Railroad Administration (FRA) Office of Safety and the Federal Transit Administration (FTA); hosted by Caltrain; and organized by the U.S. Department of Transportation (DOT)’s Volpe National Transportation Systems Center. This event took an in-depth look at the issues surrounding one of the biggest risk areas facing the rail community - trespassing and fatalities on the right-of-way. This workshop was the first to bring together multiple rail constituents including transit, freight and commuter rail to focus on common problems and solutions surrounding ROW fatality and trespass prevention. The goal of the workshop was to identify and share existing industry leading practices and explore new strategies that the rail industry could pursue to reduce the number of right-ofway and trespasser incidents and fatalities. The two day workshop included 23 presentations from multiple organizations on ROW Fatality/Trespass issues covering the following six topic areas: Community Outreach; Police/Enforcement; Hazard Management; Technology; Infrastructure I; and Infrastructure II - Engineering. KW - Engineering KW - Fatalities KW - Hazard mitigation KW - Law enforcement KW - Outreach KW - Railroad safety KW - Right of way (Land) KW - Strategic planning KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/2806 UR - https://trid.trb.org/view/1238923 ER - TY - RPRT AN - 01135379 AU - Federal Railroad Administration TI - Enhancing the Federal Railroad Administration's Oversight of Track Safety Inspections PY - 2009/02 SP - 16p AB - The report presents the results of the author's audit of the Federal Railroad Administrations (FRA) oversight of track-related safety issues. The objective of this audit was to evaluate FRAs oversight of track safety on the Nations freight rail lines. From 1998 through 2007, track defects were the second leading cause of train accidents, comprising 32 percent of the train accidents reported to FRA by the railroads. KW - Defects KW - Inspection KW - Railroad crashes KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - Rolling contact KW - Safety audits KW - Track performance UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Signed_Final_Track_Safety_Report_02-24-09.pdf UR - https://trid.trb.org/view/894499 ER - TY - RPRT AN - 01142756 AU - Roth, Emilie AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Technology Implications of a Cognitive Task Analysis for Locomotive Engineers PY - 2009/01//Final Report SP - 60p AB - This report documents the results of a cognitive task analysis (CTA) that examined the cognitive demands and activities of locomotive engineers in today’s environment and the changes in cognitive demands and activities that are likely to arise with the introduction of new train control technologies. The CTA combined structured interviews with experienced locomotive engineers, conductors, and trainers and direct observations made during head-end rides. Data were collected at seven sites, that included both passenger and freight railroads, including five locations where railroads were field testing advanced train control technologies. The results pointed to major cognitive challenges involved in operating a train, including the need for sustained monitoring and attention; maintaining an accurate situation model of the immediate environment (including the location, activities and intentions of other agents in the vicinity such as other trains and roadway workers); anticipating and taking action in preparation for upcoming situations; and planning and decision making, particularly in response to unanticipated conditions (e.g., person or object obstructing the track). Introduction of new train control technology reduces some cognitive demands while creating new ones. The report discusses implication of the results for design of in-cab displays and development of training, particularly for positive train control systems. KW - Automatic train control KW - Automatic train location KW - Cognition KW - Conductors (Trains) KW - Data collection KW - Decision making KW - Human factors engineering KW - Locomotive engineers KW - Positive train control KW - Railroad safety KW - Train operation UR - http://www.fra.dot.gov/Elib/Document/381 UR - http://ntl.bts.gov/lib/34000/34500/34532/DOT-VNTSC-FRA-08-06.pdf UR - https://trid.trb.org/view/903037 ER - TY - RPRT AN - 01142753 AU - Doran, Neslihan AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Field Evaluation of a Wireless Handheld Computer for Railroad Roadway Workers PY - 2009/01//Final Report SP - 58p AB - This report is the third in a series describing the development and evaluation of a software application to facilitate communications for railroad roadway workers using a wireless handheld computer. The current prototype operated on a cell phone integrated with a personal digital assistant (PDA). The roadway worker can perform two types of communication related tasks with the application: request information about train status and territory without assistance from the dispatcher and request track authority. This study documents a field evaluation of the application to identify the safety implications of digital wireless communications on roadway worker safety and performance. It compares performance using traditional voice radio and telephone communications to the use of an application that can display this information in a visual form. The software application was faster and more effective than the voice radio communication when used to convey long messages such as filling out Form Ds. Radio communication was faster than the visually based software application for simple communications that did not tax the operator’s memory. KW - Digital communication systems KW - Dispatchers KW - Intelligent railroad systems KW - Maintenance personnel KW - Personal digital assistants KW - Railroad tracks KW - Remote sensing KW - Train routing KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/382 UR - http://ntl.bts.gov/lib/33000/33700/33707/33707.pdf UR - https://trid.trb.org/view/903016 ER - TY - RPRT AN - 01125390 AU - Federal Railroad Administration TI - Tool for Planning and Monitoring Railroad Traffic Supports Visualization of Railroad Operations PY - 2009/01//Research Results SP - 5p AB - The Railroad Traffic Planner application is a visualization tool with stringline diagrams that show train positions over time. In addition to supporting scheduling, the Railroad Traffic Planner provides near-real time traffic position information when associated global positioning system (GPS) tracking devices have been installed. The Federal Railroad Administration (FRA) Human Factors Research and Development Program sponsored the development of the Railroad Traffic Planner to evaluate the potential for this type of visualization tool to improve safety and productivity in the railroad industry. FRA also sponsored technology transfer efforts to bring this prototype tool to additional railroads and other interested parties in the railroad industry. Many potential benefits of stringline tools were identified. For example, this type of display can be helpful for defining, evaluating, and communicating potential schedule changes. It can also enhance training for planners and dispatchers. Additionally, the GPS tracking information can help railroads better monitor locomotive speeds and the movement of hazardous materials, improve arrival time estimates for customers, and predict crew change and equipment arrival times. KW - Global Positioning System KW - Hazardous materials KW - Monitoring KW - Operations KW - Planning KW - Productivity KW - Railroad safety KW - Railroad traffic KW - Scheduling KW - Speed KW - Train arrival time KW - Visualization UR - http://www.fra.dot.gov/Elib/Document/2009 UR - https://trid.trb.org/view/885731 ER - TY - SER AN - 01156918 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Preliminary Results of Prototype Insulated Joint Tests at the Facility for Accelerated Service Test PY - 2008/12 SP - 4p AB - As part of the Association of American Railroads (AAR) Strategic Research Initiatives Program, Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the AAR, in Pueblo, Colorado, is working with the Federal Railroad Administration (FRA), suppliers, and railroad companies to improve the service life of bonded insulated joints (IJs) in a heavy axle load environment at the Facility for Accelerated Service Testing (FAST). Twenty-eight prototype IJs are being tested at FAST. Prototype IJs were installed in-track by TTCI to examine the extent of improvement in IJ performance and service life using improved conventional and miter cut designs. While long-term performance of these joints remains to be determined, preliminary conclusions made are favorable. Component durability: Flexible material in and around the end post area may reduce adhesive cracking. No significant difference in the performance of bolted versus Huck® fasteners was observed. Higher metal flow was observed at the ends of lower hardness rails. Improved foundations and reduced deflections: Wider wood ties, wood frame ties, and closely spaced wood ties appear to have reduced ballast surfacing requirements under IJs. IJ deflections may be reduced by up to 30 percent by doubling the modulus of current joint bars. Higher modulus bars will also increase fatigue strength of joint bars. Reduced impacts: Due to a smoother wheel transition across the end post, miter cut joints imparted 50 percent lower dynamic loads to rail as compared to conventional IJs. These dynamic loads are comparable to open track. A 3/16-inch rail gap for conventional butt joints is optimal for reducing impacts and metal flow. Solid sawn wood ties provide greater damping as compared to composite wood ties and concrete ties with rubber pads. Reduced longitudinal stresses: Miter cut joints have 40 percent higher resistance to longitudinal loads than conventional IJs. KW - Axle loads KW - Deflection KW - Durability KW - Facility for Accelerated Service Testing KW - Impact KW - Insulated joints KW - Rail components KW - Rail joints KW - Stresses UR - http://ntl.bts.gov/lib/42000/42800/42892/rr0811.pdf UR - https://trid.trb.org/view/917711 ER - TY - SER AN - 01156886 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Update on Bridge Deck Fastener Performance on the Facility for Accelerated Service Testing Steel Bridge PY - 2008/12 SP - 4p AB - The performance of several bridge deck fastening systems is being evaluated on the steel bridge at the Facility for Accelerated Service Testing (FAST) at the Transportation Technology Center, in Pueblo, Colorado. Fastening systems tested to date include several variations using hook bolts, as well as spring clips. Results to date indicate that minor, inexpensive installation details can lead to significant increases in time required between maintenance. Details, such as the use of double nuts and threaded fastener adhesive, have proven to be particularly effective. At FAST, more than 500 million gross tons (MGT) of traffic passed over the bridge after this retrofit was applied before tightening was required. Other hardware details, such as the use of locking clips, can also increase time between maintenance, particularly in high-impact areas near rail joints. Locking clips have proven to extend maintenance cycles at FAST. But, some other hardware variations offered little or no benefit under the heavy axle load (HAL) traffic at FAST. Results for eight different deck fastener combinations are presented in this paper. Advantages and drawbacks, as well as failure modes, are noted based on the test experience at FAST. The bridge deck at FAST is a Conrail open-deck design with dapped oak ties. The open deck has carried over 1,300 MGT of 315,000-pound (lb) HAL traffic since installation in late 1997. KW - Bridge decks KW - Facility for Accelerated Service Testing KW - Fasteners KW - Railroad bridges KW - Steel bridges UR - http://ntl.bts.gov/lib/42000/42800/42898/rr0818.pdf UR - https://trid.trb.org/view/917701 ER - TY - RPRT AN - 01142762 AU - Federal Railroad Administration TI - Wireless Passenger Communications System PY - 2008/12 SP - 4p AB - The Federal Railroad Administration (FRA) funds research for the enhancement of safety on passenger trains. Utilizing the Department of Transportation Small Business Innovative Research (SBIR) program, FRA funded a research project to investigate the feasibility of equipping passenger trains with a back-up communication system that would be used when the trainline communication network is compromised. DFuzion, Inc. conducted the research and developed the concept of the Wireless Passenger Communication System (WPCS) that would allow the train crew and emergency responders to keep the passengers informed in emergencies and provide guidance to all passengers in the event that the train needs to be evacuated. KW - Emergency communication systems KW - Passenger trains KW - Railroad cars KW - Railroad safety KW - Railroad transportation KW - Train crews KW - Wireless communication systems UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/902899 ER - TY - RPRT AN - 01142761 AU - Federal Railroad Administration TI - Update of Heavy Axle Load Revenue Service Testing at Mega Sites in Revenue Service PY - 2008/12//Research Results SP - 4p AB - In 2007, most revenue service experiments at the eastern and western mega sites continued. These two sites were established by the Association of American Railroads and the Federal Railroad Administration in late 2004 to consolidate various field experiments, which are designed to determine the effects of heavy axle load (HAL) traffic on track infrastructure and monitor new technologies intended to mitigate detrimental effects of HAL on the track structure and improve train operation safety. Premium test rails at both mega sites continue to show excellent wear resistance. Without preventive grinding, rolling contact fatigue (RCF) developed after 300-350 MGT on the low rails in the 2-degree test curves at the western mega site. Corrective grinding was required at 375 MGT to remove RCF. At the eastern mega site, wide gap welds continue to show good performance with no surface or internal defects identified for 123 MGT of traffic. KW - Axle loads KW - Durability KW - Heavy axle loads KW - Rail grinding KW - Railroad safety KW - Railroad tracks KW - Rolling contact KW - Traffic safety UR - http://www.fra.dot.gov/Elib/Document/2013 UR - https://trid.trb.org/view/902898 ER - TY - RPRT AN - 01142752 AU - Lee, Mary T AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Visualizing Railroad Operations: A Tool for Planning and Monitoring Railroad Traffic PY - 2008/12//Final Report SP - 45p AB - This report provides an overview of the development and technology transfer of the Railroad Traffic Planner application, a visualization tool with string line diagrams that show train positions over time. The Railroad Traffic Planner provides support for scheduling activities and also includes near-real-time position information for trains and maintenance vehicles with associated global positioning system tracking devices installed. One objective of this project was to research the potential for this type of visualization tool to improve safety and productivity in the railroad industry. Another objective was to demonstrate the process of technology transfer by bringing this tool to additional railroads and other interested parties in the railroad industry. While some challenges were encountered during this project, many potential benefits of string line tools were identified. Recommendations for people interested in developing, transferring, and using systems like the Railroad Traffic Planner are offered. KW - Automatic train location KW - Car operations (Railroads) KW - Global Positioning System KW - Human factors KW - Railroad transportation KW - Real time information KW - Software KW - Straight line diagrams KW - Technology transfer UR - http://ntl.bts.gov/lib/33000/33700/33709/33709.pdf UR - https://trid.trb.org/view/903032 ER - TY - RPRT AN - 01142530 AU - Federal Railroad Administration TI - Safe Practices, Operating Rule Compliance, and Derailment Rates Improve at Union Pacific Yards with STEEL Process A Risk Reduction Approach to Safety PY - 2008/12 SP - 4p AB - After the success of the Federal Railroad Administration (FRA) Human Factors Program demonstration project at Union Pacific (UP) Railroads San Antonio Service Unit (SASU), which focused on managers and road crews with a proactive safety risk reduction method called Clear Signal for Action (CSA), the Livonia Service Unit (LVSU) applied the same method to managers and switching-yard crews in Spring 2006, hoping to improve safety and safety culture. The LVSU project, entitled Safety Through Employees Exercising Leadership (STEEL), has focused mostly on the Avondale Yard. CSA combines behavior-based safety, continuous improvement, and safety leadership. With sponsorship from FRA, Behavioral Science Technology Inc. is instructing and advising on the implementation of STEEL. In addition to sponsoring the CSA implementation, FRA is sponsoring a lessons-learned team (LLT) to examine what is necessary to implement CSA successfully, the impact on safety, and what factors help to sustain it. The impact of STEEL on switching-yard crew practices is evaluated in this paper from four sources of data: (1) sampling data collected by workers as part of STEEL, (2) field training exercise (FTX) test results, (3) perceptions of workers and managers as reported in interviews, and (4) human factor derailments. KW - Compliance KW - Derailments KW - Railroad crashes KW - Railroad safety KW - Risk assessment KW - Safety Through Employees Exercising Leadership KW - Training KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/2840 UR - https://trid.trb.org/view/902892 ER - TY - RPRT AN - 01142526 AU - Federal Railroad Administration TI - Remote Coupling and Uncoupling of Freight Cars PY - 2008/12 SP - 4p AB - To increase the safety of freight railroad operations, the Federal Railroad Administration (FRA) has been funding research into three distinct freight car components that can be used together to couple and uncouple freight cars remotely. These three components are tri-coupler, remote-controlled angle cock (RCAC), and remote-controlled cut-lever (RCCL). FRA funded Sharma & Associates, Inc.(SA) to research, develop and demonstrate the three items mentioned above. These components are planned for demonstration on another FRA-sponsored project, the Advanced Concept Train (ACT). The RCACs are installed on the train. The RCCLs will be installed at the same time as the tri-couplers. The tri-coupler is undergoing field-testing and will be installed on the ACT train as soon as the field operation is verified. u0926 KW - Automatic train control KW - Brakes KW - Couplers KW - Field tests KW - Freight traffic KW - Railroad cars KW - Railroad safety KW - Remote control KW - Vehicle track coupling (Railroads) UR - http://www.fra.dot.gov/Elib/Document/2016 UR - https://trid.trb.org/view/902890 ER - TY - RPRT AN - 01142510 AU - Association of American Railroads AU - Federal Railroad Administration TI - Gas Pressure Welds and Hollink Slot Welds Testing at the Facility for Accelerated Service Testing PY - 2008/12//Research Results SP - 4p AB - In 2006, two new weld tests were installed in the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST) located at the Transportation Technology Center (TTC) in Pueblo, Colorado. Two rail strings containing a total of 10 gas pressure welds (GPWs) were installed in Section 3 at FAST in January, and in June, the Holland Company sent one of its Hollink slot weld vehicles to make several robotic gas-metal-arc railhead repair welds for in-track testing in a 5-degree curve with a 4-inch superelevation. A total of 14 slot welds were installed in Section 3 at FAST for testing. The primary objective of these tests was to improve field weld performance under heavy axle load cars. As of June 2007, the GPW test accumulated 263 million gross tons (MGT). Three of the welds required maintenance at 84 MGT due to weld batter (approximately 0.065 inch). Rails adjacent to the welds were taper-ground to minimize impacts on the welds. Three additional welds failed due to subsurface shells that broke out on the gage face at 150, 193, and 216 MGT. Another weld failed at 165 MGT due to web cracking which originated at a rail manufacturers stamp located in the weld heat affected zone. The GPW test outlived both the first and second generation of thermite welds used for the test in track. The heat-treated process needs to be improved further. Currently, the Jinzhou Institute in China is improving and automating a welding process to produce a product suitable for North American railroads. The Hollink slot weld equipment was not capable of performing slot welds in a 5-degree curve with a 6-inch superelevation because of the physical limitations of the weld dam consumables. One plant weld was successfully slot welded. Two welds experienced horizontal fractures that originated at the weld fusion line in the railhead at 124 and 127 MGT. A third weld failed due to shelling of the gage corner at 171 MGT. As of June 2007, the slot weld test accumulated 192 MGT. KW - Gas pressure welding KW - Heavy axle loads KW - Million gross tons KW - Railroad tracks KW - Railroad transportation KW - Slot welding KW - Superelevation KW - Test tracks UR - https://trid.trb.org/view/902724 ER - TY - RPRT AN - 01142494 AU - Association of American Railroads AU - Federal Railroad Administration TI - Evaluation of Tie Plate Cracking on Composite Ties PY - 2008/12//Research Results SP - 4p AB - Transportation Technology Center, Inc. (TTCI), in Pueblo, Colorado, conducted a study to determine the effect of tie stiffness on the durability of tie plates mounted on plastic and wood ties on the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST). Recently, several tie plates mounted to plastic ties have failed under normal operating conditions at FAST, while no tie plate failures were observed in wood tie sections in the same conditions. TTCI completed a metallurgical analysis, a field test, and a laboratory test to examine possible causes of the tie plate failures. Three tie test zones were studied, two plastic tie zones and one wood tie zone. Two zones experienced over 900 million gross tons (MGT) of heavy axle load (HAL) traffic, while one zone had over 420 MGT of traffic. The work discussed here provides evidence that the lower stiffness of plastic/composite ties adversely affected the service life of the tie plates under loading conditions at FAST. Review of laboratory testing and testing at FAST shows that there is a direct relationship between tie stiffness and stress recorded in the tie plate. Test results suggest that plastic ties allow the tie plates to flex more than those mounted on timber ties, which have a higher stiffness, and therefore subject the plate to a higher stress environment. This high-stress, high-cycle load environment caused early fatigue failure in plates supported by plastic ties. A direct comparison of tie plate performance was made between wood ties and plastic ties in a 6-degree curve on the HTL using three separate 100-tie test zones. Approximately 16 percent of the tie plates mounted on one type of plastic tie on the high rail of the curve cracked on the field side of the rail under 39,000-pound (lb) wheel loads during 900 MGT of traffic. In a nearby plastic tie zone, with over 420 MGT, 3 percent of the high rail tie plates experienced identical failures. None of the tie plates on wood ties cracked during 900 MGT of traffic. Because plastic ties are an alternative for wood ties, TTCI recommends continued investigation into broken plates in revenue service. KW - Failure KW - Heavy axle loads KW - Plastic composite ties KW - Railroad ties KW - Railroad transportation KW - Stiffness KW - Tie plates KW - Wood ties UR - http://ntl.bts.gov/lib/42000/42900/42901/rr0821.pdf UR - https://trid.trb.org/view/902721 ER - TY - RPRT AN - 01142470 AU - Federal Railroad Administration TI - Confidential Close Call Reporting System: Preliminary Evaluation Findings. Research Results PY - 2008/12 SP - 4p AB - The Federal Railroad Administration (FRA) is implementing a collaborative problem-solving approach to improving safety. The Confidential Close Call Reporting System (C3RS) is a human factors-based approach that is designed to reduce the accident rate more quickly--a rate that declined markedly until 1985, but which has remained stable since then. The assumption driving C3RS is that technology and process innovations are approaching the limits of their capacity to improve safety, and that human factors-based solutions need to be added to the technology/process mix if substantial safety improvement is to occur in the future. C3RS-like programs have proved themselves in other industrial sectors, but their use in the railroad industry is novel. KW - Close calls KW - Crash rates KW - Crash reports KW - Human factors engineering KW - Railroad safety KW - Railroad traffic KW - Railroad transportation KW - Technological innovations UR - http://www.fra.dot.gov/Elib/Document/2841 UR - http://www.utu.org/worksite/PDFs/close_call_reporting_rr0833.pdf UR - https://trid.trb.org/view/902712 ER - TY - RPRT AN - 01142463 AU - Federal Railroad Administration TI - Development of Rail Neutral Temperature Monitoring Device PY - 2008/12//Research Results SP - 4p AB - With the increased use of continuously welded rail (CWR), interest in accurately, reliably, and cost-effectively monitoring rail neutral temperature (the temperature at which the rail has no longitudinal stress) has continually grown. One cannot safely assume that the rail neutral temperature remains fixed at the installation temperature, as experience has shown that it, in fact, varies with time because of the dynamic loads that the track structure experiences. As a result, the Federal Railroad Administration (FRA) Office of Research and Development has initiated a research project to develop a cost-effective rail neutral temperature monitoring device. KW - Buckling KW - Continuous welded rail KW - Cost effectiveness KW - Monitoring KW - Railroad safety KW - Railroad tracks KW - Sensors KW - Temperature KW - Thermal fatigue KW - Welded joints UR - http://www.fra.dot.gov/Elib/Document/2014 UR - https://trid.trb.org/view/902716 ER - TY - SER AN - 01127113 JO - FRA Research Results PB - Federal Railroad Administration TI - Wireless Passenger Communication System PY - 2008/12 SP - 4p AB - Equipping passenger trains with a back-up public address (PA) communication system for use by the train crew to communicate with passengers is feasible. In the event of an emergency (collision, derailment, etc.) in which the communication trainline circuit is broken, passenger rail vehicles equipped with PA/intercom systems lose the capability for communications throughout the entire train. The crew must be able to communicate to passengers to reduce confusion, curtail panic, and prevent circumstances which could result in injuries or further danger to passenger and crew. The Federal Railroad Administration (FRA) funded a Small Business Innovative Research (SBIR) project that investigated the feasibility of developing and equipping passenger rail cars with a back-up communication system that is effective in the event of a break or interruption in the communication trainline. This back-up communication system would be powered independently of the car battery system and would allow for 1 hr of talk time from the initial break in the trainline circuit. The system would be accessible via a handset so that crew, as well as emergency responders, would be able to communicate instructions to the passengers from inside and outside of the train, within a given range. KW - Backup systems KW - Emergency communication systems KW - Passenger trains KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2011 UR - https://trid.trb.org/view/887785 ER - TY - RPRT AN - 01155056 AU - Hursh, Steven R AU - Raslear, Thomas G AU - Kaye, A Scott AU - Fanzone, Joseph F AU - Institutes for Behavior Resources AU - Federal Railroad Administration TI - Validation and Calibration of a Fatigue Assessment Tool for Railroad Work Schedules, Final Report PY - 2008/11//Final Report SP - 71p AB - This report summarizes the results of a project to demonstrate a method to validate and calibrate a fatigue model. The project examined 30-day work histories of locomotive crews prior to 400 human factors accidents and 1000 nonhuman factors accidents. A biomathematical fatigue model estimated crew effectiveness (the inverse of fatigue) based entirely on work schedule information and opportunities to obtain sleep. A reliable linear relationship existed between crew effectiveness and the risk of human factors accidents (r = - 0.93), but not for nonhuman factors accidents. A reliable time of day variation occurred in human factors accidents (r = 0.71). The risk of human factors accidents was elevated at any effectiveness scores below 90 and increased progressively with reduced effectiveness. At an effectiveness score ≤ 50, human factors accidents were 65 percent more likely than chance. Human factors accident risk increases reliably when effectiveness goes below 70, a value that is the rough equivalent of a 0.08 blood alcohol level or 21 hour wakefulness following 8-hour sleep. Below an effectiveness score of 70, accident cause codes indicated the kinds of operator errors consistent with fatigue, confirming that the relationship between accident risk and effectiveness was meaningful. Consistent night workers were estimated to spend a majority of time working between effectiveness 60 to 80; a significantly larger proportion of accidents had human factors causes (37%) compared to day workers (27%). KW - Calibration KW - Crash risk forecasting KW - Fatigue (Physiological condition) KW - Hours of labor KW - Human error KW - Human factors in crashes KW - Mathematical models KW - Periods of the day KW - Railroad crashes KW - Train crews KW - Validation UR - http://www.fra.dot.gov/Elib/Document/2899 UR - https://trid.trb.org/view/915759 ER - TY - RPRT AN - 01142764 AU - Federal Railroad Administration TI - Self-Powered Wireless Brake Health Monitor PY - 2008/11//Research results SP - 4p AB - The health of the brake system has a dramatic impact on railroad freight car safety and maintenance costs. Scheduled inspections detect many component failures. However, there has been no way to monitor the condition of the brake system in real time. A logical approach is to measure the actual braking force provided by each brake shoe. If the brake force is too low, safety is at risk. If the brake shoe is replaced before the end of its lifetime, maintenance and operating costs are increased. KW - Braking performance KW - Freight transportation KW - Operating costs KW - Railroad traffic KW - Railroad transportation KW - Risk assessment KW - Safety engineering UR - http://www.fra.dot.gov/Elib/Document/2015 UR - https://trid.trb.org/view/902894 ER - TY - RPRT AN - 01142529 AU - Federal Railroad Administration TI - Quick-Release Emergency Egress Panels for Cab Car End Door PY - 2008/11//Research Results SP - 4p AB - There were two major objectives of this Small Business Innovative Research (SBIR) research effort. The first was to define requirements for a quick-release emergency egress panel for cab car end doors and develop concepts for the panel that meet those requirements. The second was to evaluate and rank the concepts, and then identify those most suitable design for further development. KW - Crashworthiness KW - Derailments KW - Disaster preparedness KW - Egress KW - Panels KW - Railroad cars KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2017 UR - https://trid.trb.org/view/902885 ER - TY - RPRT AN - 01142509 AU - Association of American Railroads AU - Federal Railroad Administration TI - Improving the Wheel/Rail Performance on Amtrak's Northeast Corridor PY - 2008/11//Research Results SP - 4p AB - A collaborative program was initiated in 2001 by the Federal Railroad Administration (FRA) with a goal of migrating best practices from heavy-haul applications and other operations to U.S. commuter agencies. This program focused on field review of existing practices and the development and validation of improved practices on a working railroad, in this case the Amtrak Northeast Corridor. Improved wheel-rail profiles have been developed and tested, wayside lubrication practices improved, top-of-rail friction modification tested and validated, and a strategic rail grinding program developed and implemented. KW - Amtrak KW - Best practices KW - Cooperation KW - Northeast Corridor KW - Railroad tracks KW - Railroad transportation KW - Rolling contact KW - Wayside signals KW - Wheel profiles UR - http://ntl.bts.gov/lib/42000/42900/42902/rr0822.pdf UR - https://trid.trb.org/view/902729 ER - TY - RPRT AN - 01142505 AU - Federal Railroad Administration TI - Fracture and Fatigue Evaluation of Slot-Welded Railhead Repairs PY - 2008/11//Research Results SP - 4p AB - Slot welding is a new method that can be used to repair defects that may be present in the head of the rail. In this method, instead of using a plug rail as is done in all other defect removal techniques, the defect is removed from the railhead via machining a perpendicular slot containing the defect. The slot is then heated to a specified temperature. Once the rail reaches the desired temperature, the slot is filled using gas metal arc welding (GMAW). Any excess weld material is then ground to conform to the contour of the railhead. Based on encouraging results of this projects preliminary work, the goal of the current effort is to perfect this welding process. KW - Fatigue tests KW - Fracture properties KW - Gas metal arc welding KW - Railroad tracks KW - Slot welding KW - Welded joints KW - Welding UR - http://www.fra.dot.gov/Elib/Document/2063 UR - https://trid.trb.org/view/902723 ER - TY - ABST AN - 01494909 TI - Climate Change Report to Congress AB - The Energy Independence and Security Act of 2007 mandated that the US Department of Transportation produce a report to Congress on transportation's impact on climate change and solutions for reducing this impact. The study also considered co-benefits of fuel savings and air quality improvement. Completed in conjunction with the Environmental Protection Agency and the United States Global Change Research Program. KW - Air quality KW - Air quality management KW - Climate change KW - Energy Independence and Security Act of 2007 KW - Environmental impacts KW - Environmental protection KW - Fuel conservation UR - https://trid.trb.org/view/1264143 ER - TY - ABST AN - 01575029 TI - Task Analysis AB - Task analysis is a systematic method to determine the elements of a task, how those elements are arranged in time, and the context in which the task occurs. This includes cognitive task analysis which relates to the mental, as opposed to physical, elements of a task. Task analysis is important for selection, training, and evaluation of the performance of railroad employees. KW - Cognition KW - Labor force KW - Performance evaluations KW - Railroads KW - Task analysis KW - Training programs UR - http://ntl.bts.gov/lib/48000/48100/48181/TR_Rail_Industry_Job_Analysis_Freight_Conductor.pdf UR - http://ntl.bts.gov/lib/50000/50600/50695/TR_Job_Analysis_Design_Rail_Industry_FINAL_1_.pdf UR - http://ntl.bts.gov/lib/54000/54200/54266/Development_of_Short_Line_Railroad_FINAL.pdf UR - https://trid.trb.org/view/1367334 ER - TY - ABST AN - 01465241 TI - Median Barriers AB - This project focuses on median barrier treatments at highway rail intersections, and involves researching literature and existing median barrier installations, evaluating current demonstration tests and documenting the results. The final product shall consist of documentation of median barrier use at highway rail grade crossings and lessons learned, best practices and guidance. Currently, the Massachusetts Bay Transportation Authority (MBTA) has or is conducting two demonstration tests of median barrier systems at highway rail intersections in Massachusetts. The MBTA has suggested an independent evaluation of these demonstration projects based on the Federal Railroad Administration's (FRA's) desire to complete this research. This was an FY09 project. KW - Best practices KW - Demonstration projects KW - Installation KW - Literature reviews KW - Massachusetts KW - Median barriers KW - Railroad grade crossings UR - https://trid.trb.org/view/1233474 ER - TY - RPRT AN - 01155066 AU - Yeh, Michelle AU - Multer, Jordan AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Driver Behavior at Highway-Railroad Grade Crossings: A Literature Review from 1990–2006 PY - 2008/10//Final Report SP - 135p AB - Accidents at grade crossings continue to be the leading cause of fatalities in the railroad industry. A large proportion of these accidents are the result of driver error. The purpose of this report is to review research that addresses driver behavior at grade crossings to better understand the decisions and actions drivers make so that countermeasures can be developed to discourage dangerous driving behavior. This report is intended to update a 1990 literature review titled, Driver Behavior at Rail-Highway Crossings, by Lerner, Ratte, and Walker, that provided a comprehensive examination of factors contributing to driver noncompliance at grade crossings. This report focuses on grade crossing research conducted since 1990 and extends the review by Lerner, et al. by examining the grade crossing problem in the context of the general driving task. This literature review is organized using the framework of a sociotechnical model such that driver behavior is examined not as individual elements but as a system. Recommendations for additional research are also identified. KW - Behavior KW - Driver errors KW - Fatalities KW - Highway safety KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/385 UR - http://ntl.bts.gov/lib/35000/35000/35017/DOT-VNTSC-FRA-08-03.pdf UR - https://trid.trb.org/view/915762 ER - TY - RPRT AN - 01142524 AU - Association of American Railroads AU - Federal Railroad Administration TI - Performance of Two Concrete Bridges at the Facility for Accelerated Service Testing for 500 MGT PY - 2008/10//Research Results SP - 4p AB - Two new precast concrete bridges were installed by the Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), Pueblo, Colorado, at the Facility for Accelerated Service Testing (FAST) in December 2003. The bridges have accumulated 517 million gross tons (MGT) of 315,000-pound gross rail load traffic (GRL). A variety of long- and short-term tests are underway. Ongoing testing is funded by AAR and Federal Railroad Administration. To date, the concrete box girder spans have performed well with a structural strength under 315,000-pound GRL traffic. In-field repairs (prior to installation) of girder-end damage have performed well, with no deterioration of the repaired areas noted by TTCI to date. Deterioration of the concrete bridges thus far at FAST includes cracking in ballast curbs, wear at lateral restrainers, an end corner crack near a bearing pad, and bent and broken anchor bolts near lateral restrainers. These concrete bridges on a 5-degree curve provide a challenging environment for track ties and fasteners, with significant degradation noted in less than 300 MGT, including broken ties, broken tie plates, and loose screw spikes. Concrete bridges are the most commonly constructed railroad bridges in recent years. They are typically the preferred replacement for timber trestles. Because of the significant investment being made in concrete bridges, it is prudent to understand their response to heavy axle load traffic KW - Accelerated tests KW - Bridge design KW - Concrete bridges KW - Facility for Accelerated Service Testing KW - Load rating (Bridges) KW - Million gross tons KW - Railroad traffic KW - Railroad transportation UR - http://ntl.bts.gov/lib/42000/42800/42896/rr0815.pdf UR - https://trid.trb.org/view/902878 ER - TY - RPRT AN - 01142523 AU - Federal Railroad Administration TI - Pilot for Rail Passenger Cab Cars PY - 2008/10//Research Results SP - 4p AB - The research objectives were to investigate the differences in derailment potential between cab car and locomotive led trains when they strike heavy objects at grade crossings. Energy-absorption design concepts to improve the crashworthiness of pilots were studied. KW - Derailments KW - Finite element method KW - Passenger cars KW - Railroad cars KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/2018 UR - https://trid.trb.org/view/902881 ER - TY - RPRT AN - 01142504 AU - Association of American Railroads AU - Federal Railroad Administration TI - New Crosstie and Fastening System Test at the Facility for Accelerated Service Testing PY - 2008/10//Updated Research Results SP - 4p AB - Transportation Technology Center, Inc. (TTCI), a wholly-owned subsidiary of the Association of American Railroads, in Pueblo, Colorado, has been evaluating and reporting on the evolution of premium railway crossties and fastening systems designed for heavy axle loads (HAL) since the beginning of the HAL Program in 1988. During this evaluation, suppliers have developed components that help extend the life of the ties and provide increased overall track strength and gage retention. The preliminary data presented here is for the newest crosstie and fastening system tests at Facility for Accelerated Service Testing (FAST). TTCI observations at FAST conclude that the use of stronger components may lead to different failure modes. These are often more abrupt failures, such as a component fracture, rather than gradual gage widening. The American Railway Engineering and Maintenance-of-Way Association (AREMA) 14-inch tie plate and cut spike system used with wood and plastic ties performed better than elastic fastening systems used with wood ties. New designs of tie plates for use with elastic rail fasteners were successful in eliminating plate fatigue in tests at FAST. High-strength screw spikes had considerably more failures than conventional screw spikes. The high number of broken screw spikes and/or screw spike uplift in the elastic fastener test zones contributed to the loaded gage-widening degradation seen in those zones. Tie plate cutting has not been a problem in the elastic fastening test zones. Generally, plate cutting is not a predominant failure mode for ties at FAST. However, failure of components, such as screw spikes allow increased lateral translation of the tie plates and more plate cutting. All of these tests were on southern yellow pine crossties or Recycled Technologies International plastic ties. The lower density southern yellow pine ties accelerated the test results as compared to oak ties. KW - Accelerated tests KW - Crossties KW - Heavy axle loads KW - Maintenance of way KW - Rail fasteners KW - Railroad tracks KW - Track strength degradation UR - https://docs.google.com/file/d/0B_vLgMTryumCM2Q5YzNhNzctMTBkNy00YjE1LWExYzgtM2U4OTI3ZDhhNjgz/edit UR - https://trid.trb.org/view/902733 ER - TY - RPRT AN - 01134878 AU - Federal Railroad Administration TI - Portal Bridge capacity enhancement project : environmental impact statement PY - 2008/10//Volumes held: Draft, Dapp(2v), Final, Final Appendix(2v)(v.1 fol) KW - Environmental impact statements KW - New Jersey UR - https://trid.trb.org/view/895628 ER - TY - SER AN - 01115342 JO - FRA Research Results PB - Federal Railroad Administration TI - Development of a Locomotive Security System Using Biometric Authentication PY - 2008/10 IS - RR08-10 SP - 4p AB - The Federal Railroad Administration’s (FRA's) Office of Research and Development has developed a biometric-based Locomotive Security System (LSS) to evaluate as a mechanism to prevent unauthorized use of locomotives. The project’s main objective is to improve railroad safety and security using advanced technologies. The LSS integrates available off-the-shelf biometric and ID card reader technologies into a rugged enclosure for application in the harsh railroad environment. The system is easy to use and provides business benefits beyond locomotive safety including: logging and tracking of locomotive crew operating times; positive identification of train operators at any moment in time; and validation of operator against event recorder data for crew-based incentives and incident investigations. One system has been installed and operational on the FRA Advanced Concept Train locomotive for over a year. Additional LSSs will be installed and monitored on two of the Transportation Technology Center, Inc.’s locomotives at Pueblo, Colorado, in 2008. KW - Biometrics KW - Identification systems KW - Locomotives KW - Safety and security KW - Technological innovations KW - U.S. Federal Railroad Administration KW - Validation UR - http://ntl.bts.gov/lib/42000/42900/42903/rr0823.pdf UR - https://trid.trb.org/view/873913 ER - TY - SER AN - 01115334 JO - FRA Research Results PB - Federal Railroad Administration TI - North American Joint Positive Train Control System Four-Quadrant Gate Reliability Assessment PY - 2008/10 IS - RR08-10 SP - 4p AB - The implementation of high-speed rail (HSR) technology, at speeds of 80 to 110 miles per hour (mph) on corridors with pre-existing conventional rail service (up to 80 mph), requires upgrading the crossing activation technology with additional emphasis on safety by adding four-quadrant gates. Frequently, these crossings cannot be closed or grade-separated, and they are equipped with insufficient warning devices to support HSR operations. One solution, four-quadrant gates with inductive loop vehicle detection, was installed at 69 grade crossings on a 120.7-mile segment of the future 280-mile HSR corridor between Chicago and St. Louis. This segment will carry passenger trains at speeds up to 110 mph, including at many of the highway-rail grade crossings. These and other infrastructure improvements were completed to reduce the Chicago to St. Louis travel time from 5.5 hours to 3.5 hours and increase the number of daily round trips in each direction from three to five. The project conducted a reliability analysis of the four-quadrant gate/vehicle detection equipment based on maintenance records obtained from the Union Pacific Railroad, the owner and operator of the grade crossings. The results of this analysis were used to assess the impact of the equipment reliability on the proposed HSR timetable. The study showed that the total average delay to the five scheduled daily high-speed passenger roundtrips was an estimated 10.5 minutes, or approximately one minute per train. Overall, extensive analysis of the trouble ticket data showed that the four-quadrant gate and vehicle detection equipment are as reliable as the conventional crossing gate while providing additional protection. KW - Evaluation and assessment KW - Four quadrant gates KW - High speed rail KW - North America KW - Positive train control KW - Railroad grade crossings KW - Reliability KW - Safety KW - Technological innovations KW - Vehicle detectors UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/873944 ER - TY - ABST AN - 01575182 TI - Wayside Monitoring AB - The objectives of this project are as follows: Promote the implementation and use of advanced wayside detection technology, Determine the effectiveness of wayside technology to detect precursors to safety critical defects in railroad rolling stock; Identify optimal application of wayside technology to improve railroad operational safety and maintenance procedures; and Research, test and validate automated wheel defect technology capable of conducting more efficient wheel inspections in addition to assessing the feasibility of implementing such technology industry-wide. KW - Defects KW - Inspection KW - Maintenance of way KW - Monitoring KW - Railroad safety KW - Rolling stock KW - Wheelsets (Railroads) UR - https://trid.trb.org/view/1367426 ER - TY - RPRT AN - 01142763 AU - Roberts, R AU - Al-Audi, I AU - Tutumluer, E AU - Boyle, J AU - Rail Service AU - Federal Railroad Administration TI - Subsurface Evaluation of Railway Track Using Ground Penetrating Radar PY - 2008/09//Final Report SP - 118p AB - This report details the implementation of 2 GHz horn antennas for measuring working ballast thickness using ground penetrating radar and the initial implementation of a 500 MHz horn antenna used for subballast and subgrade characterization. The work was performed as part of the first task order and modification task 1 in the fourth phase of a multi-phase ground penetrating radar research and development project. During the course of the project, it was found that the 2 GHz horn antennas produced data that contain reflections from the void space in clean ballast. The amplitude of the void space reflections was found to be indicative of the degree of fouling. A simple data processing scheme was implemented that converted the reflection amplitudes to color bands, which were assigned to relative degrees of ballast fouling. The 2 GHz antennas were tested on five different tracks covering more than 382 mi and produced color-coded data that correlated well with available ballast condition ground truth. Subballast and subgrade layering to depths extending beyond 6 ft and anomalous high amplitude reflection events were successfully identified with the 500 MHz antenna. KW - Ballast (Railroads) KW - Geotechnical subsurface analysis KW - Ground penetrating radar KW - Maintenance of way KW - Railroad tracks KW - Subballast KW - Subgrade materials UR - http://www.fra.dot.gov/Elib/Document/377 UR - https://trid.trb.org/view/902895 ER - TY - RPRT AN - 01120267 AU - Department of Transportation AU - Federal Railroad Administration TI - Root Causes of Amtrak Train Delays PY - 2008/09 SP - 659 AB - On September 8, 2008, the analysis of the root causes of delays to Amtrak trains operating outside the Northeast Corridor (NEC) was issued. The objectives of the audit were to: (1) identify the root causes of delays for Amtrak trains operating outside the NEC, (2) assess whether Amtraks passenger trains have been granted preference over freight trains as prescribed by law, (3) identify practices in dispatching trains that influence delays, and (4) evaluate whether delays in maintaining track have impacted Amtrak train delays. We found several root causes of Amtrak train delays, including; (1) host railroad dispatching practices, some of which result in preference violations; (2) track maintenance practices and the resulting speed restrictions; (3) insufficient track capacity; and (4) external factors beyond the host railroads control. We also identified host railroad dispatching practices that violate Amtraks preference rights. However, disagreements between Amtrak and the host railroads, both on how to measure delays and how to define Amtraks right to preference in the use of rail infrastructure, make measuring violations of preference and allocating the exact causes of delay difficult. The recommendations to the Federal Railroad Administration (FRA) focused on (1) legislative changes to clarify Amtraks preference rights and enhanced enforcement of those rights; (2) increased involvement and oversight by the FRA to facilitate cooperative planning between Amtrak and the host railroads to reduce delays and improve Amtraks on time performance (OTP) and; (3) expanded funding for rail capacity projects. KW - Amtrak KW - Delays KW - Freight trains KW - Freight transportation KW - Maintenance of way KW - Railroad transportation KW - Root cause analysis KW - Trackage rights KW - Train delays UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Amtrak_Root_Causes_Final_Report_9_8_08_with_508_charts.pdf UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/Amtrak_Root_Causes_Final_Report_9_8_08_with_508_charts.pdf UR - https://trid.trb.org/view/880369 ER - TY - RPRT AN - 01142499 AU - Association of American Railroads AU - Federal Railroad Administration TI - Generic Wheel/Rail Profiles for Commuter Railroads PY - 2008/08 SP - 5p AB - The Office of Research and Development of the Federal Railroad Administration (FRA) sponsored a program to develop improved wheel and rail profiles specifically for commuter systems. The National Research Council Canada (NRCC) designed wheel profiles improve on the existing profiles of many railroads by: Implementing a 75-degree wheel flange angle to minimize the potential for wheel-climb derailment. Adopting a shape similar to that generated by averaging the thousands of worn wheels analyzed in this program. Both 1:40 and 1:20 thread taper variants are provided. A set of five generic rail templates have also been designed for good compatibility with the NRCC-COM40 wheel. A key goal of these rail profiles is to spread out wear on the wheel to help it retain its favorable shape, at the same time controlling contact stress and wear. KW - Derailments KW - Flanges KW - Railroad commuter service KW - Railroad safety KW - Railroad transportation KW - Rolling contact KW - Wheel profiles UR - https://trid.trb.org/view/902726 ER - TY - RPRT AN - 01142477 AU - Association of American Railroads AU - Federal Railroad Administration TI - Communication Timeout and Latency Effect on Positive Train Control System for the IDOT Corridor PY - 2008/08//Research Results SP - 4p AB - The Federal Railroad Administration (FRA) sponsored an independent analysis to evaluate the influence of the communication timeout threshold and latency of the North American Joint Positive Train Control (NAJPTC) system. The analysis focused on the overall safety performance as compared with a cab signal system with continuous Automatic Train Stop (ATS) and a four-aspect cab signal system with speed control, or an Automatic Train Control (ATC) system, configured as currently used in Amtraks Northeast Corridor (NEC). ATS and ATC are known to provide satisfactory levels of safety at speeds up to 110 mph. This study builds upon research described in RR08-01, published in June 2008. The analysis considered the effects of timeout and latency on safety performance with average daily traffic comprised of six passenger trains, between 0.86 and 1.07 Positive Train Control (PTC)-equipped freight trains, and between 0.36 and 2.30 unequipped freight trains, depending on the time of the year and location on the Illinois Department of Transportation (IDOT) Corridor, between N. Ridgley and Mazonia, IL. Maximum speeds considered were 110 mph for passenger trains and 60 mph for freight traffic. PTC latency values (See Background) were allowed to vary from 5 to 20 seconds and communication timeout values extended from 20 to 360 seconds. Conclusions from this risk assessment are for the traffic volume and traffic mix. PTC latency and timeout values considered on this particular corridor, did not have a material effect on safety. Instead non-safety considerations such as route capacity, delay reduction and cost may be the governing factors in specifying timeout and latency. This is contrary to pre-analysis expectations where safety considerations were the primary factors in specifying the maximum acceptable timeout and latency for a PTC system. The analysis also showed that the NAJPTC system, as analyzed, passed the test of being as safe as, or safer than, either the cab signal system with ATS or the NEC ATC system. KW - Amtrak KW - Automatic train control KW - Communication systems KW - Illinois KW - Latency KW - Positive train control KW - Railroad traffic KW - Railroad transportation KW - Risk assessment KW - Train makeup UR - http://www.fra.dot.gov/Elib/Document/2065 UR - https://trid.trb.org/view/902711 ER - TY - SER AN - 01115526 JO - FRA Research Results PB - Federal Railroad Administration TI - On-line High-speed Rail Defect Detection PY - 2008/08 IS - RR08-25 SP - 4p AB - The rail defect detection prototype, which is being developed by the University of California-San Diego (UCSD) under a Federal Railroad Administration (FRA) Office of Research and Development (R&D) grant, has produced encouraging results in recent field testing. The prototype was field tested at speeds of up to 10 mph in March 2008. The test track included three different sizes of internal head defects (3.5%, 35%, and 12% head area (HA)), two sizes of transverse surface head cuts (2% and 5% HA), and one size of oblique surface head cut (3.5% HA). The results of the tests revealed a high probability of detection for all defects present, ranging from a 75% to 100% success rate after 24 runs conducted in varying environmental conditions including wind and rain. The project goal is to develop a rail defect detection system that provides better defect detection reliability and higher inspection speed than is currently achievable. The primary target is the detection of transverse defects in the rail head. The method is based on ultrasonic guided waves, which can travel below surface discontinuities, hence minimizing the masking effect of transverse cracks by surface shelling. The inspection speed can be improved greatly also because guided waves run long distances before attenuating. Recent work on the project was conducted on two fronts. First, a semi-analytical finite element (SAFE) method has been developed and applied to predicting unforced and forced guided waves propagating in rails. Second, a prototype based on noncontact excitation and detection of ultrasonic guided waves has been assembled and field tested in March 2008. The latest version of the prototype utilizes the results from the SAFE wave propagation models and features advanced statistical pattern recognition software to provide, in real time, the classification of (a) joints, (b) surface head shelling, and (c) internal head cracks. Further improvements are planned, including a faster laser to increase inspection speed up to 40 mph, better operational controls, repackaging for the harsh railroad environment, and installation on an FRA research vehicle for final field validation testing and technology demonstration. KW - Defects KW - Detection and identification technologies KW - Field tests KW - Inspection KW - Maintenance of way KW - Prototypes KW - Railroad tracks KW - Reliability KW - Speed KW - Ultrasonic waves UR - http://www.fra.dot.gov/Elib/Document/2064 UR - https://trid.trb.org/view/875389 ER - TY - SER AN - 01156904 JO - Research Results PB - Federal Railroad Administration AU - Maal, Luis I AU - Federal Railroad Administration TI - Electrochemical Fatigue Sensor Demonstration on the Steel Bridge at the FAST PY - 2008/07 SP - 4p AB - Engineers from Transportation Technology Center, Inc. (TTCI) and Material Technologies, Inc. (MATECH) recently demonstrated a new nondestructive evaluation technology on the steel bridge at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colorado. The system demonstrated is called the Electrochemical Fatigue Sensor (EFS) and is part of the AAR’s Strategic Research Initiatives Program, with support from the Federal Railroad Administration. The system demonstration was used to detect growth activity in 13 cracks in the bridge. Observations showed that the EFS system can be readily set up for testing on a railroad bridge. At this point, the EFS system simply indicates the presence or absence of crack growth activity. Due to the step-like character of crack growth in this test bridge, a short-term measurement during a dormant period might miss crack growth that could resume in the future [Ref. 1, 2]. Further development work is progressing on two issues: (1) to calibrate the system to provide a growth rate, rather than simply indicating whether or not there is growth activity and (2) develop long-term monitoring capabilities to determine average growth rates over extended periods of time. With the accomplishment of these further developments, the EFS could become a viable tool for use in railroad applications that help prioritize and verify the success of maintenance and replacement work. KW - Electrochemical processes KW - Facility for Accelerated Service Testing KW - Fatigue cracking KW - Inspection KW - Nondestructive tests KW - Railroad bridges KW - Steel bridges UR - http://ntl.bts.gov/lib/42000/42800/42893/rr0812.pdf UR - https://trid.trb.org/view/917703 ER - TY - SER AN - 01156884 JO - Research Results PB - Federal Railroad Administration AU - Plotkin, Donald AU - Sussmann, Ted AU - Federal Railroad Administration TI - Slab Track Test and Demonstration for Shared Freight and High-Speed Passenger Service PY - 2008/07 SP - 4p AB - As part of the Next Generation High Speed Rail Program, two types of concrete slab track were tested to determine their ability to retain the exacting track geometry tolerances required for high speed rail operations while also withstanding the high axle loads of main line freight service. These two designs were proposed options for locations where future high speed passenger service may need to share track with heavy freight service, particularly in urban areas where available rights-of-way are limited and where access for maintenance may be difficult. The test and demonstration was conducted at the Transportation Technology Center (TTC) near Pueblo, CO, from July 2003 to July 2006, as a cooperative effort between the Federal Railroad Administration (FRA) and the Portland Cement Association (PCA). The demonstration section was 500 feet long, with 250 feet of direct fixation slab track (DFST) and 250 feet of independent dual block track (IDBT). During the test and demonstration, a train with 39-ton axle loads was run repeatedly over the two concrete slab track sections. Over 3 years, a total of 170 million gross tons (MGT) of traffic was accumulated. Various measurements taken during and at the end of the demonstration indicated that FRA Class-9 track geometry tolerances (the highest track class, for speeds up to 200 mph) were successfully retained. In addition, no signs of structural distress appeared. KW - Axle loads KW - Concrete slab track KW - High speed rail KW - High speed track KW - Performance KW - Testing UR - http://ntl.bts.gov/lib/42000/42800/42879/rr0803.pdf UR - https://trid.trb.org/view/917718 ER - TY - RPRT AN - 01142519 AU - Association of American Railroads AU - Federal Railroad Administration TI - Rail Profile Grinding on High-Hardness Premium Rail at the Facility for Accelerated Service Testing PY - 2008/07//Research Results SP - 5p AB - Since 2003, Transportation Technology Center, Inc. (TTCI) has been evaluating the effects of rail grinding on the performance of high-hardness premium rail at the Facility for Accelerated Service Testing (FAST). A 6-degree test curve is divided into three test sections, representing two different grinding practices, as well as unground rail. There are three types of rail in each section two of approximately 395 Brinell hardness number (Bhn) and one approximately 370 Bhn. By the spring of 2007, 515 million gross tons (MGT) of traffic had accumulated on the rails. The following results, which are typical at FAST (revenue service conditions may differ), provide insights into the effects of wheel/rail contact conditions and rail mechanical properties on rail performance. State-of-the-art, high-hardness rail required little or no grinding. Unground rail developed only minor, isolated rolling contact fatigue (RCF), and had no internal railhead defects. Because wheels on the test train at FAST tend to wear to a shape conformal with the rail, and the gage face of the high rail and the top of the low rail are lubricated, contact stresses remained acceptable throughout the test. Compared to the unground rail, total metal loss in the preventive grinding zone was approximately 77-percent higher on the high rail and approximately 240-percent higher on the low rail. The metal removed by preventive grinding was the primary reason for the increase; wear rates were similar. The 370 Bhn rail wore and deformed more than the 395 Bhn rails. The difference in wear was approximately 15 percent on the high rail. A profile intended to produce higher contact stresses resulted in more RCF, but the RCF was not severe. There is much less RCF on the low rail of the lubricated 6-degree curve, than there is on the low rail of the unlubricated 5-degree curve at FAST. Unrelated to rail grinding tests, there were six rail breaks originating at base defects in the 395 Bhn test rails. No breaks were found in the 370 Bhn rail. KW - Accelerated tests KW - Facility for Accelerated Service Testing KW - Fatigue (Mechanics) KW - Hardness KW - Million gross tons KW - Rail grinding KW - Railroad tracks KW - Railroad transportation KW - Rolling contact UR - http://ntl.bts.gov/lib/42000/42800/42899/rr0819.pdf UR - https://trid.trb.org/view/902886 ER - TY - SER AN - 01156896 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Ranney, Joyce AU - Zuschlag, Michael AU - Federal Railroad Administration TI - Promising Evidence of Impact on Road Safety by Changing At-risk Behavior Process at Union Pacific PY - 2008/06 SP - 4p AB - Changing At-risk Behavior (CAB) is a safety process that is being conducted at Union Pacific’s San Antonio Service Unit with the aim of improving locomotive cab safety related to constraining signals. CAB is an example of a risk reduction method that is called Clear Signal for Action (CSA) by the Federal Railroad Administration (FRA) Human Factors Program within the Office of Research and Development (R&D). CSA combines behavior-based safety, continuous improvement, and safety leadership development. With sponsorship from FRA, Behavioral Science Technology Inc. is instructing and advising on the implementation of CAB. The impact of CAB on worker practices is evaluated in this paper using three sources of data: (1) data collected by workers as part of CAB, (2) field training exercise (FTX) test results by managers, and (3) perceptions of workers and managers as reported in interviews. All three data sources indicate an improvement in practices. Looking at the inverse of percent safe behaviors, worker data shows risky behaviors have decreased from approximately eight percent to three percent, representing an improvement of at least 60 percent. Similarly, manager (FTX) data shows a decline from 3.2 to 1.9 percent, an improvement of 40 percent. In interviews, both workers and managers also report seeing improvements on the job. Overall results provide promising evidence that the labor and management efforts of CAB are effective at promoting safer practices under constraining signals and more safety awareness. KW - Behavior KW - Culture (Social sciences) KW - Railroad safety KW - Risk taking KW - Safety programs KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/2083 UR - http://ntl.bts.gov/lib/35000/35200/35282/DOT-FRA-RR-08-08.pdf UR - https://trid.trb.org/view/917714 ER - TY - SER AN - 01156891 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - Safety Analysis of Communication Timeout and Latency in a Positive Train Control System PY - 2008/06 SP - 4p AB - The goal of this Federal Railroad Administration (FRA)-sponsored study was to provide an independent safety analysis of a Positive Train Control (PTC) system as proposed by North American Joint Positive Train Control (NAJPTC) with regard to the effect of PTC's communication timeout threshold and latency on safety and performance at high speeds, as compared to ATS known levels of safety at speeds of up to 110 miles per hour (mph). In January 1998, FRA, in conjunction with the Association of American Railroads (AAR) and IDOT, began to develop a high-speed PTC project for the Union Pacific Railroad (UP) between St. Louis, MO, and Chicago, IL, which is referred to as the IDOT Corridor. Development of this PTC system was terminated then revived at the Transportation Test Center, Inc. (TTC) in Pueblo, CO. However, analysis in this project using IDOT corridor traffic continues to provide valuable insight into the question of timeout and latency on the safety performance of PTC and other train control systems using wireless communication. The analysis considered the effects of timeout and latency on a traffic mix of 6 passenger trains per day and one freight train almost everyday, unequipped freight trains that varied in frequency from one train every three days to more than 2 trains per day depending on the season, and an IDOT sub-corridor under consideration. Train speeds varied between 35 and 110 mph depending on the train type. PTC latency values were allowed to vary from 5 and 20 seconds and communications timeout values extended from 120 and 360 seconds. Initial conclusions from this risk assessment are that for this particular corridor, traffic volume, traffic mix, and PTC latency and timeout values, there was no material effect on safety. Contrary to pre-analysis expectations that safety considerations would be the primary factor in specifying maximum acceptable timeout and latency for a PTC system, non-safety considerations such as route capacity, delay reduction and cost may actually be the governing factors in specifying timeout and latency. The final analysis showed that the PTC system as tested, was as safe as, or safer than the UP cab signal/ATS system. KW - Communication KW - Latency KW - Positive train control KW - Railroad safety KW - Risk assessment KW - Safety assessment KW - Timeout UR - http://www.fra.dot.gov/Elib/Document/2092 UR - https://trid.trb.org/view/917719 ER - TY - SER AN - 01156887 JO - Research Results PB - Federal Railroad Administration AU - Al-Nazer, Leith AU - Federal Railroad Administration TI - Development of Rail Temperature Prediction Model PY - 2008/06 SP - 4p AB - Preventing track buckling is important to the railroad industry’s goal of operational safety. It is a common practice for railroads to impose slow orders during hot weather when the risk of track buckling is high. Numerous factors affect track buckling, but the instantaneous rail temperatures and stress-free (neutral) rail temperatures are the most critical factors. Unfortunately, neither of these two temperatures is easily obtainable. Decisions for slow orders are often based on an arbitrary, ambient temperature limit. The Federal Railroad Administration (FRA) Office of Research and Development has initiated a research project to develop a model for predicting rail temperatures based on real-time meteorological forecast data. The rail temperature prediction model is based on the heat transfer process of a rail exposed to the sun. In developing such a model, a rail-weather station was established, composed of a portable weather station and a short segment of rail track with temperature sensors installed on both rails. The model has proven to be able to predict the maximum rail temperature within a few degrees and within 30 minutes of the actual time when the maximum rail temperature occurs during the day. The model is being validated for three locations where real-time weather data and rail temperature are collected. A prototype web-based software application has been developed. The application is also being tested by Amtrak. KW - Buckling KW - Hot weather KW - Mathematical prediction KW - Rail (Railroads) KW - Railroad safety KW - Railroad tracks KW - Temperature KW - Temperature sensors UR - http://ntl.bts.gov/lib/45000/45900/45980/rr0806.pdf UR - https://trid.trb.org/view/917716 ER - TY - SER AN - 01106136 JO - FRA Research Results PB - Federal Railroad Administration TI - Positive Safety Outcomes of Clear Signal for Action Program at Union Pacific Yard Operations PY - 2008/06 IS - RR08-09 SP - 4p AB - Union Pacific Railroad (UP), the Brotherhood of Locomotive Engineers and Trainmen (BLET), and the United Transportation Union (UTU) are collaborating with the Federal Railroad Administration (FRA) Human Factors Research and Development (R&D) Program to conduct a Clear Signal for Action (CSA) demonstration pilot. CSA is a risk reduction process that combines behavior-based safety (BBS), continuous improvement, and safety leadership. The goal of this project is to determine whether CSA can improve safety and safety culture in the railroad industry as it has in other industries. The project involves peer-to-peer observations of yard-crew workers from UP’s Livonia Service Unit (LVSU), who provide each other with confidential, constructive coaching feedback to reduce the probability of injuries, derailments, and other incidents. In addition, behavioral observation and interview data, compiled by peers are used to identify systemic factors and implement corrective actions at the systems level to lower the risk of derailments and accidents. Corrective actions to address behavioral issues are also implemented. Training in how to effectively support the process is also provided for managers. With sponsorship from FRA, Behavioral Science Technology (BST), Inc. is instructing and advising in the implementation of the CSA intervention, titled Safety Through Employees Exercising Leadership (STEEL), at LVSU. In addition to the CSA implementation, FRA is sponsoring a lessons-learned team (LLT) to examine what it takes to implement CSA successfully, the impact of CSA on safety and safety culture, and what factors are needed to sustain CSA in the long term. An early LLT activity involved meeting with project stakeholders to develop a logic model that describes how the CSA method works and what results are expected from it. Data collected thus far indicate that the CSA implementation at LVSU has gotten off to an encouraging start. Outcomes observed include: strong labor and management commitment, 75 identified barriers to safety removed, expansion to other yards, and improved safety communications between management and labor. Most of the efforts to date have focused on the Avondale terminal. A joint BLET-UTU steering committee developed and validated a checklist of 18 safety practices to be tracked. More than 140 employees have received training on conducting peer-to-peer observation-feedback sessions, and over 2,100 such sessions have taken place. Key managers have also been trained in how to effectively support the CSA process. During interviews and project meetings, Avondale employees indicated that improvements have occurred since the CSA process was implemented. In addition, because of a successful labor-management partnership, the implementation is expanding to other terminals in the service unit. KW - Behavior KW - Culture (Social sciences) KW - Labor relations KW - Occupational safety KW - Risk reduction KW - Safety KW - Safety management KW - Training KW - Union Pacific Railroad KW - Yard operations UR - http://www.fra.dot.gov/eLib/details/L03482 UR - http://ntl.bts.gov/lib/35000/35200/35286/DOT-FRA-RR-08-09.pdf UR - https://trid.trb.org/view/865243 ER - TY - SER AN - 01104052 JO - FRA Research Results PB - Federal Railroad Administration TI - Ultrasonic Monitoring of Longitudinal Rail Stress PY - 2008/06 IS - RR 08-05 SP - 4p AB - Longitudinal stress in rail is an established problem in terms of both safety and maintenance. Daily and seasonal temperature cycles in continuous welded rail, can lead to high longitudinal rail stress (LRS). LRS that is excessive in tension can lead to failures in insulated joint bars and other rail fasteners. When LRS is excessive in compression, it may lead to track buckling. This problem has been an on-going safety-critical research area for the railroad industry for many years. The goal of this research is to address this problem by providing the rail industry with the ability to monitor LRS at desired locations, so that preventative maintenance may be performed in a rational and efficient manner. Ongoing research at the University of Nebraska-Lincoln (UNL), with the support of the Federal Railroad Administration (FRA), is focused on the use of ultrasound to monitor LRS. The relationship between ultrasonic wave speed and stress in a solid, referred to as the acoustoelastic effect, is the basis for this research. The primary development work takes place in UNL laboratories and in a ‘field laboratory’ consisting of a small rail bed. The measurement techniques developed are then used at railroad field sites on in-service rail. In the current study, the ultrasonic measurements are compared directly with measurements of LRS from stress modules attached to the rail. KW - Buckling KW - Continuous welded rail KW - Daily variations KW - Field tests KW - Laboratory tests KW - Longitudinal rail stress KW - Monitoring KW - Rail (Railroads) KW - Seasonal variations KW - Stresses KW - Temperature KW - Ultrasonic waves UR - http://ntl.bts.gov/lib/42000/42800/42881/rr0805.pdf UR - https://trid.trb.org/view/864125 ER - TY - RPRT AN - 01506990 AU - United States Federal Railroad Administration TI - Bay Area to Central Valley High-Speed Train (HST) : environmental impact statement PY - 2008/05//Volumes held: Draft(2v), Final(3v),Frev KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1291314 ER - TY - RPRT AN - 01113192 AU - Peck, Steven M AU - Carroll, Anya A AU - Kloeppel, Miriam AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry PY - 2008/05//Final Report SP - 122p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nation’s private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Board’s annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/eLib/Details/L01317 UR - https://trid.trb.org/view/871542 ER - TY - RPRT AN - 01104054 AU - Federal Railroad Administration TI - National Rail Safety Action Plan: Final Report 2005-2008 PY - 2008/05//Final Report SP - 29p AB - This report details the Federal Railroad Administration’s (FRA's) achievements in successfully completing all of the original elements of the National Rail Safety Action Plan (Action Plan). While the specific provisions of the Action Plan are complete, FRA’s work is not. This agency will continue with ongoing implementation of many of the individual safety efforts and will extend and enhance many other projects started under the Action Plan. In addition, the FRA is pursuing a wide range of other initiatives to improve freight and passenger rail safety, and continues to perform safety compliance and enforcement oversight. KW - Compliance KW - Law enforcement KW - National Rail Safety Action Plan KW - Oversight KW - Plan implementation KW - Railroad safety KW - U.S. Federal Railroad Administration UR - http://www.hsdl.org/?view&did=15692 UR - https://trid.trb.org/view/864190 ER - TY - RPRT AN - 01098933 AU - Department of Transportation AU - Federal Railroad Administration TI - Effects of Amtrak's Poor On-Time Performance PY - 2008/03/28 SP - 23p AB - This report presents the results of an audit of the effects of Amtrak’s poor on-time performance (OTP). This audit was requested by the Surface Transportation Subcommittee of the Senate Committee on Commerce, Science, and Transportation. The objective of this audit was to produce a quantitative assessment of the financial impact of Amtrak’s poor OTP. More specifically, an estimate was made of the impact on revenues and costs as a consequence of Amtrak’s poor OTP. Amtrak’s poor OTP significantly undermines the viability of intercity passenger rail as an option for travelers and weakens Amtrak’s financial position by reducing its revenues and increasing its operating costs. Between Fiscal Year (FY) 2003 and FY 2007, Amtrak’s OTP off the Northeast Corridor (NEC) for long-distance routes fell from an average of only 51 percent to 42 percent, and OTP for non-NEC corridor routes fell from an average of 76 percent to 66 percent. The need to improve mobility, relieve congestion, and reduce oil consumption makes Amtrak’s performance and financial health a national concern. KW - Amtrak KW - Auditing KW - Economic impacts KW - Intercity passenger rail KW - On time performance KW - Operating costs KW - Revenues UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/effects_of_otp_report_FINAL.pdf UR - https://trid.trb.org/view/859209 ER - TY - SER AN - 01156903 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - System for Monitoring Multiple Railroad Operations Using an Integrated Track Display and Common Data Protocol PY - 2008/03 SP - 4p AB - The key objective of this novel approach to monitoring trains is to improve the coordination of freight and passenger rail service in heavily-trafficked, metropolitan areas using multi-railroad track displays that enable users to view trains from multiple railroads simultaneously. To meet this objective, a low-cost train monitoring system, known as Common Operational Picture (COP), was developed so that operating personnel can anticipate and avoid congestive situations in areas where multiple railroads’ rights-of-way converge and cross at grade, or where trains are frequently handed off from one property to another. Because such areas are chokepoints in the US rail network, improving throughput at those points is critical to the efficient transport of goods nationwide. KW - Dispatching KW - Information display systems KW - Metropolitan areas KW - Monitoring KW - Multiple railroads KW - Railroad tracks KW - Right of way (Land) UR - http://ntl.bts.gov/lib/42000/42800/42880/rr0804.pdf UR - https://trid.trb.org/view/917717 ER - TY - RPRT AN - 01098902 AU - George, Bruce F AU - Cadle Creek Consulting AU - Federal Railroad Administration TI - Rail Trespasser Fatalities: Developing Demographic Profiles PY - 2008/03 SP - 83p AB - This study is part of a continuing program to reduce trespassing on railroad rights-of-way and the grievous toll of resulting deaths and injuries. Approximately 500 individuals die annually in the United States while trespassing on railroad rights-of-way. The ultimate goal of this study is to establish a foundation upon which to build an outreach or public education program and create law enforcement efforts focused on those most at risk. A three-phase process is envisaged: First, gather information regarding fatalities, including home addresses of the decedents; Second, conduct a demographic analysis of the decedents and do a market analysis of the households and neighborhoods from which they came (based on the addresses) in order to develop a generic profile of those at risk; Third, develop a public awareness program targeting those who may take such risks in the future. This report addresses the first two steps in this process. KW - Age KW - Demographics KW - Ethnic groups KW - Fatalities KW - Gender KW - Race KW - Railroad tracks KW - Socioeconomic factors KW - Suicide KW - Trespassers UR - http://www.fra.dot.gov/eLib/Details/L02669 UR - https://trid.trb.org/view/859125 ER - TY - RPRT AN - 01135870 AU - Federal Railroad Administration TI - Railroad Employee Fatalities, 2006: Case Studies and Analysis PY - 2008/02 SP - 123p AB - This document, entitled 2006 Railroad Employee Fatalities: Case Studies and Analysis, was developed to promote and enhance awareness of many unsafe behaviors and conditions that typically contribute to railroad employee fatalities, and is intended to assist railroad industry stakeholders in their efforts to prevent similar tragedies. KW - Case studies KW - Crash analysis KW - Crash investigation KW - Employees KW - Fatalities KW - Human factors engineering KW - Industrial accidents KW - Railroad safety KW - Railroad transportation UR - https://trid.trb.org/view/896157 ER - TY - RPRT AN - 01095651 AU - Plotkin, Donald AU - Davis, David AU - Federal Railroad Administration AU - Transportation Technology Center, Incorporated TI - Bridge Approaches and Track Stiffness PY - 2008/02 SP - 41p AB - Over time, it is not uncommon for a dip in the track to develop off the end of a bridge—on the bridge approach. This dip, or bump at the end of the bridge, is often a rough-riding spot and one that requires resurfacing at more frequent intervals than does the rest of the track. A commonly held belief is that this dip in the track is caused by dynamic forces resulting from wheel loads crossing an abrupt change in stiffness between the track on the bridge and the track off the bridge. A literature search found no documented field measurements to support this belief, only two modeling studies which predicted that the effect would be negligible. Five different methods were then employed to evaluate the potential for a track stiffness change to produce dynamic loads of practical significance. These methods ranged from the most technically sophisticated to the most basic. The results from all five pointed to the same conclusion—that changes in track stiffness at a bridge end have no practical effect on either track settlement or ride quality at a bridge approach. KW - Bridge abutments KW - Bridge approaches KW - Bridge substructures KW - Deflection KW - Load tests KW - Railroad bridges KW - Railroad facilities KW - Railroad tracks KW - Stiffness UR - http://www.fra.dot.gov/Elib/Document/387 UR - https://trid.trb.org/view/855728 ER - TY - RPRT AN - 01421295 AU - Federal Railroad Administration TI - Compilation of Pedestrian Safety Devices In Use at Grade Crossings PY - 2008/01 SP - 32p AB - Pedestrian fatalities have comprised about 10 to 20 percent of all fatalities at highway-rail grade crossings, public and private, for the last five years. The trends for pedestrian incidents, fatalities, and percent of total fatalities have not followed the general downward trend of all grade crossing fatalities during the past five years. The problem of pedestrian safety at grade crossings is made more difficult to address by the lack of knowledge about the type of devices in use that are directed at pedestrians at grade crossings. This compilation of currently in-place warning devices will enhance the general understanding of how various safety devices are being employed to enhance pedestrian safety at grade crossings. KW - Fatalities KW - Pedestrian safety KW - Pedestrian-vehicle crashes KW - Railroad crashes KW - Railroad grade crossings KW - Safety equipment KW - Trend (Statistics) UR - http://www.fra.dot.gov/eLib/Details/L02732 UR - https://trid.trb.org/view/1148312 ER - TY - RPRT AN - 01385043 AU - United States. Federal Railroad Administration AU - United States. Federal Railroad Administration. Office of Safety TI - Compilation of pedestrian safety devices in use at grade crossings PY - 2008/01 SP - 32p AB - The Federal Railroad Administration (FRA) has worked to gather information on any signs, signals, pavement markings, or other devices used to enhance the safety of pedestrians at grade crossings. State DOTs and rail transit operators have made several submissions, which have included background information and illustrations. These are presented here so that the larger grade crossing safety community might benefit from the work of others in this important area. KW - Accident countermeasure KW - Highway safety KW - Level crossing KW - Pavement marking KW - Pedestrian KW - Pedestrians KW - Railroad grade crossings KW - Road markings KW - Road safety KW - Road safety (engineering and vehicles) KW - Traffic control devices KW - Traffic control devices KW - Traffic safety KW - Traffic signal KW - Traffic signals KW - Usa UR - http://www.fra.dot.gov/eLib/Details/L02732 UR - https://trid.trb.org/view/1152802 ER - TY - SER AN - 01110679 JO - FRA Research Results PB - Federal Railroad Administration TI - Improved Spiral Geometry for High Speed Rail PY - 2008/01 SP - 4p AB - A different shape of spiral section for transitioning from tangent to curved track was tested on the Northeast Corridor in a 0.925-degree curve near Guilford, CT, where typical operating speed for Amtrak's Acela trains is 125 mph. The modified spiral geometry was intended to reduce lateral forces and improve ride quality for high speed trains when entering and exiting curves. The modified design causes a train to rotate around its center of gravity as it leans into a curve, rather than centering rotation at the top-of-rail as does a conventional railroad spiral. Ride quality and force measurements were made before and shortly after spiral modification, and 1 year later. Compared to conventional geometry, initial and final measurements showed that the modified spirals reduced peak-to-peak lateral accelerations in the car body by 41 percent. Lateral wheel-rail force measurements from two instrumented wheelsets of an Acela power car showed a reduction in root-mean-square (RMS) net axle lateral forces of about 33 percent. Initially, truck lateral peak-to-peak acceleration dropped by 38 percent, but after 1 year, these accelerations returned to the pre-modification levels. At the test site, the modified spiral geometry was applied without the need to change rail length. The resulting shape and rate of superelevation change also fall within existing Federal Railroad Administration (FRA) track safety standard allowances. Amtrak plans to continue this study by installing the modified spiral geometry on at least two additional curves for further evaluation. KW - Acela Express KW - Amtrak KW - Geometric design KW - High speed rail KW - High speed track KW - Lateral acceleration KW - Ride quality KW - Rolling contact KW - Spirals UR - http://www.arema.org/files/library/2000_Conference_Proceedings/00028.pdf UR - https://trid.trb.org/view/870799 ER - TY - CONF AN - 01103635 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Sureshan, Selva TI - Ontario Commercial Vehicle Survey: Use of Geographic Information Systems for Data Collection, Processing, Analysis, and Dissemination SN - 9780309113076 PY - 2008 IS - 40 SP - pp 72-74 AB - The Ontario Commercial Vehicle Survey (CVS) is part of the National Roadside Study (NRS) conducted by Transport Canada about every 5 years across Canada on major highways and international border crossings. The NRS is a roadside truck driver intercept survey that captures many aspects of the trip, including route, commodity, vehicle weight and dimensions, and driver and carrier profile. In the past 10 years, significant improvements have been made in data collection, processing, and reporting techniques to enhance the accuracy of the survey data. The direct data entry method was introduced in 1995, followed by data processing and reporting techniques based on geographic information systems (GIS) in the 1999–2001 survey. The ongoing 2005–2007 survey software includes a GIS-based routing component that will enable the surveyor to confirm the route with the driver and modify it, if required, to get an accurate profile of the highways used for the trip. Currently the CVS is the most detailed source of intercity commercial vehicle characteristics and commodity flow information available to the Ontario Ministry of Transportation (MTO). The data have been used by various levels of government and private-sector consultants for studies to prioritize multiyear strategic investments. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Accuracy KW - Commercial vehicle operations KW - Commodity flow KW - Data analysis KW - Data collection KW - Data reporting KW - Geographic information systems KW - Information processing KW - Ontario (Province) KW - Surveys UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863315 ER - TY - CONF AN - 01103634 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Hunt, John Douglas TI - Tour-Based Microsimulation of Urban Commercial Vehicle Movements in Calgary, Alberta, Canada: Case Example (With Discussion) SN - 9780309113076 PY - 2008 IS - 40 SP - pp 61-71 AB - This paper describes the representation of commercial vehicle movements in the Calgary region provided by a tour-based microsimulation system, a working model with a history of use in practical forecasting and policy analysis. The model provides explicit representation of vehicle movements for transport and delivery of both goods and services, with for-hire or carrier services included as the transport sector providing the service of moving goods. The lack of an explicit representation of shipments per se allows some of the complexities associated with such representation to be avoided. Yet the model accounts for truck routes and responds to truck restrictions and related policy. It includes all types of commercial vehicles, from light vehicles to heavier single-unit and multiunit configurations. All sectors of the economy are incorporated into the representation, including retail, industrial, service, and wholesaling. The model has been connected with an aggregate equilibrium model of household-related travel, with the trip tables from the two models assigned jointly to the relevant network representations. The microsimulation processes in the model are performed by using external Java applications. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Calgary (Canada) KW - Case studies KW - Commercial vehicle operations KW - Forecasting KW - Heavy duty trucks KW - Light trucks KW - Microsimulation KW - Policy analysis KW - Tour-based models KW - Tractor trailer combinations KW - Trucking KW - Urban goods movement UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863314 ER - TY - CONF AN - 01103633 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Hunt, John Douglas AU - Gregor, Brian J TI - Oregon Generation 1 Land Use–Transport Economic Model Treatment of Commercial Movements: Case Example SN - 9780309113076 PY - 2008 IS - 40 SP - pp 56-60 AB - This paper describes the representation of commercial movements included in the Oregon Generation 1 statewide land use–transport model, a working model with a history of use in practical forecasting and policy analysis. This model is entirely aggregate in nature and establishes short-run equilibrium points in 5-year steps that together constitute a quasi-dynamic long-run equilibrium through time into the future. In the model, the magnitude and spatial distribution of production and consumption activities give rise to flows of commodities that are translated into truck flows. The truck flows are loaded, together with private vehicle and transit vehicle flows carrying people making trips for household purposes, onto road networks, taking account of congestion. The resulting times and distances for truck movements are translated into costs for moving commodities, which influence the magnitude and spatial distribution of production and consumption activities in the next 5-year time point. The model provides an integrated representation of trucks and goods movements more generally within the rest of the economic system—one that has been used in practical applications. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Case studies KW - Commercial transportation KW - Commodity flow KW - Costs KW - Economic models KW - Forecasting KW - Freight traffic KW - Integrated transportation systems KW - Land use models KW - Oregon KW - Policy analysis KW - Traffic congestion KW - Travel time KW - Trucking UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863313 ER - TY - CONF AN - 01103632 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Tavasszy, Lorant TI - Freight Modeling: An Overview of International Experiences (With Discussion) SN - 9780309113076 PY - 2008 IS - 40 SP - pp 47-55 AB - Compared with passenger transportation modeling, freight modeling is young, and it is developing quickly in different directions all over the world. The objective of this paper is to summarize the international state of the art in freight modeling, with a focus on developments in Europe. Key issues in freight policy that create a growing demand for freight demand modeling are described briefly. Some of them are common to the freight agendas in many places of the world, and some are more pertinent to the European situation. A conceptual framework of the freight system is sketched first. Three emerging areas of innovation in freight modeling that have been driven by the European transport policy context and are relevant for U.S. freight policy are identified: freight–economy linkages, logistics behavioral modeling, and freight trips and networks. The state of the art in these areas is described, and areas of further modeling work are identified. Finally, the main ideas of the paper are summarized, including the challenge of creating new data sources concerning freight flows. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Commodity flow KW - Data sources KW - Demand KW - Europe KW - Freight demand modeling KW - Freight transportation KW - Innovation KW - Mathematical models KW - State of the art KW - Transportation policy UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863312 ER - TY - CONF AN - 01103631 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Turnquist, Mark A TI - Characteristics of Effective Freight Models SN - 9780309113076 PY - 2008 IS - 40 SP - pp 11-16 AB - The paper postulates four main characteristics that are important for effective modeling: (1) An effective model is focused on producing an output that someone wants and knows how to use; (2) An effective model includes the important variables that describe how the system works and represents their interactions clearly and correctly; (3) An effective model operates in a way that is verifiable and understandable; and (4) An effective model is based on data that can be provided, so that it can be calibrated and tested. These ideas are discussed in greater detail in the context of freight transportation system models. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Demand KW - Freight demand modeling KW - Freight transportation KW - Mathematical models UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863311 ER - TY - CONF AN - 01103630 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Hancock, Kathleen L TI - Freight Demand Modeling: Tools for Public-Sector Decision Making. Summary of a Conference SN - 9780309113076 PY - 2008 IS - 40 SP - 120p AB - This conference was designed to complement the Federal Highway Administration's work on the Freight Model Improvement Program and focused on modeling methodologies, applications of existing models at the national and local levels (including international examples), and related data needed to support modeling efforts. The objectives were to engage members of the freight transportation community in examining current modeling practice and identifying areas where improvement may be needed. The conference brought together approximately 120 individuals from across the freight transportation communities, at national, state, regional, and local levels and from the public and private sectors and academia. The conference benefited from the contributions of international speakers and participants. In this summary report, the presentations made in each session are summarized and summaries of the breakout sessions are provided. Five peer reviewed papers prepared in connection with the conference are included. A list of conference attendees is also provided. U1 - Freight Demand Modeling: Tools for Public-Sector Decision MakingTransportation Research BoardFederal Highway AdministrationU.S. Army Corps of EngineersResearch and Innovative Technology AdministrationFederal Railroad AdministrationWashington,D.C.,United States StartDate:20060925 EndDate:20060927 Sponsors:Transportation Research Board, Federal Highway Administration, U.S. Army Corps of Engineers, Research and Innovative Technology Administration, Federal Railroad Administration KW - Commercial vehicle operations KW - Conferences KW - Decision making KW - Demand KW - Freight demand modeling KW - Freight transportation KW - Intermodal transportation KW - Mathematical models KW - Motor carriers KW - Railroads KW - Water transportation UR - http://www.trb.org/Publications/Blurbs/159983.aspx UR - https://trid.trb.org/view/863296 ER - TY - RPRT AN - 01155067 AU - Lindsey, Ronald A AU - Federal Railroad Administration TI - An Analysis of the Opportunities for Wireless Technologies in Passenger and Freight Rail Operations PY - 2007/12 SP - 50p AB - It has been a decade since the railroads collectively performed a study of the opportunity for the use of wireless technologies. As effective as that study was at that point in providing structure in defining the critical role of wireless communications (both voice and data) for railroad operations, the environment has changed substantially to the point of minimizing the applicability of the study to the railroad industry of today. In consideration of the changes over the last decade, this study was structured and proposed to the Federal Railroad Administration (FRA) with the following objective: Provide a strategic perspective of the use of wireless technologies in high-speed passenger and freight operations, which is beyond the current use of wireless across the industry. This report presents the study’s findings to advance functionality, a structuring of operability, the means of deployment, and an introduction of a new skill set to advance railroad operations via wireless. KW - Deployment KW - Functionality KW - Interoperability KW - Railroad operations KW - Railroads KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/386 UR - https://trid.trb.org/view/915779 ER - TY - RPRT AN - 01155094 AU - Roth, Emilie AU - Multer, Jordan AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Communication and Coordination Demands of Railroad Roadway Worker Activities and Implications for New Technology PY - 2007/11//Final Report SP - 70p AB - This report documents the results of a cognitive task analysis (CTA) that examined the cognitive and collaborative demands and activities of railroad roadway workers. The purpose of the CTA of roadway workers was to understand the factors that complicate performance in today’s environments, as well as the knowledge and skills that roadway workers have developed to cope with the cognitive and collaborative demands placed on them. The results revealed numerous activities that railroad workers engage in that improve overall efficiency of railroad operations and enhance roadway worker safety on and around the track. These include cooperative activities within and across crafts, including dispatchers, train crews, and roadway workers. Some of these activities are codified in formal operating rules. Others have developed informally. The results point to the potential benefits of introducing portable digital communication systems with global positioning system capabilities and suggest specific design recommendations. The results also suggest potential benefits of implementing positive train control systems for enhancing roadway worker safety. KW - Cognition KW - Communication KW - Coordination KW - Human factors KW - Maintenance personnel KW - Positive train control KW - Railroad facility operations KW - Task analysis KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/389 UR - http://ntl.bts.gov/lib/35000/35500/35538/ord0728.pdf UR - https://trid.trb.org/view/915773 ER - TY - RPRT AN - 01142757 AU - Gill, Monica AU - Multer, Jordan AU - Yeh, Michelle AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Effects of Active Warning Reliability on Motorist Compliance at Highway-Railroad Grade Crossings PY - 2007/11//Final Report SP - 89p AB - The Federal Railroad Administration is interested in understanding the effect of warning reliability on motorist compliance to warnings at active grade crossings. The John A. Volpe National Transportation Systems Center conducted two studies to examine motorist behavior as a consequence of warning signal failure. Experiment one measured motorist behavior in response to false alarms (i.e., the presentation of a warning when no train was approaching). Experiment two examined how motorist responses to grade crossing warning signals were influenced by false alarms and missed signals (i.e., the failure of the warning system to signal an approaching train). The results of the experiments support the hypothesis that warning systems reliability exerts a predictable effect on motorists. As motorist’ perceive the warning system to be less reliable, they are more likely to violate the warning signal, perceiving little risk to their safety. Although it is not possible to define empirically the precise warning reliability required to achieve a desired level of compliance, measures for improving motorist behavior from an engineering and cognitive science perspective are considered and areas for future research are discussed. KW - Compliance KW - Grade crossing protection systems KW - Highway traffic control KW - Railroad grade crossings KW - Railroads KW - Traffic control devices KW - Traffic safety KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/378 UR - https://trid.trb.org/view/903028 ER - TY - ABST AN - 01575030 TI - Close Call Confidential Reporting System AB - Demonstration project. Purpose was to demonstrate successful implementation of a near miss reporting system in freight and passenger operations. Program evaluation, formative and summative, is included in this project to document the costs and benefits of the program. Largely funded by the Office of Safety for the past 5 years. KW - Benefit cost analysis KW - Demonstration projects KW - Freight traffic KW - Operations KW - Passenger traffic KW - Railroad safety KW - Reports UR - http://ntl.bts.gov/lib/51000/51000/51000/C3RS_Site_Improves_Safety_20131219.pdf UR - http://ntl.bts.gov/lib/54000/54200/54249/Safety_Culture_and_Trend_Analysis_20140715_1_.pdf UR - http://ntl.bts.gov/lib/54000/54200/54250/Four_Demonstration_Pilots_20140715_1_.pdf UR - https://trid.trb.org/view/1367335 ER - TY - ABST AN - 01573774 TI - High Speed Truck AB - The objective of this project is to develop detailed design requirements for a high speed bogie based on performance criteria appropriate for operating on existing North American railway tracks that are maintained to meet the requirements of both passenger and freight service and then to design, build, and test the bogie to evaluate the benefits of the improved design. The initial efforts of this project will concentrate on understanding the relationship between bogie design, track configuration, and irregularities. This will involve conducting a review of the existing bogie designs and literature for both tilt and non-tilt equipment and the tradeoffs of various bogie parameters to meet performance specifications. KW - Car trucks (Railroads) KW - High speed vehicles KW - North America KW - Performance based specifications KW - Railroad tracks KW - Vehicle design KW - Vehicle tests UR - https://trid.trb.org/view/1366871 ER - TY - ABST AN - 01465244 TI - Aggravating Risk Factors AB - The Phase I report documents the results of the first phase of a multi-phase project, which will identify new factors and evaluate the feasibility of adding them to the current Federal Railroad Administration (FRA) accident prediction risk model. Phase I is the basis of the current project, and concludes with suggestions for further direction of the initial research on post-crash aggravating risk factors. In Phase II, research will be conducted into the occurrence of crashes involving post-crash aggravating risk factors and the associated severity. KW - Crash investigation KW - Crash risk forecasting KW - Crash severity KW - High risk locations KW - Railroad crashes KW - Risk assessment UR - https://trid.trb.org/view/1233477 ER - TY - ABST AN - 01465243 TI - Development and Evaluation of a Portable Intrusion Detection and Warning System AB - This project will provide technical support to evaluate a driver feedback device for passive grade crossings that was developed under the Safety Innovations Deserving Exploratory Analysis (IDEA) program, Project 09. This task will include testing of specific components, systems, and requirements as described in the IDEA project final report. These criteria include general specifications, vehicle, train, and environmental sensing as they pertain to specified capabilities. Determination of day/night use, precision/reliability, camera mounting structures, and vandal-proofing will be reviewed for the commercialization of the product. This was an FY08-09 project. KW - Grade crossing protection systems KW - Intrusion detection KW - Sensors KW - Train operation KW - Warning systems UR - https://trid.trb.org/view/1233476 ER - TY - ABST AN - 01465242 TI - ITS Applications at HRIs AB - This task will research current intelligent transportation systems (ITS) related projects to determine the capabilities of such systems to enhance highway-rail interfaces (HRI) safety. Staff will determine if a demonstration program could be adapted to include functions that would enhance HRI safety through additional warning systems such as in-vehcile warnings. Currently, there are three subtasks: Technical Evaluation of Commercial Off-the-shelf (COTS) global positioning system (GPS) Navigation Systems; French and Finnish In-Vehicle System Review; and Conference Participation. This was an FY2008 project. KW - Audible warning devices in vehicles KW - Global Positioning System KW - Grade crossing protection systems KW - Intelligent transportation systems KW - Railroad grade crossings KW - Warning systems UR - https://trid.trb.org/view/1233475 ER - TY - ABST AN - 01465240 TI - Railroad Trespass Hot Spots AB - The objective of this research is to develop a methodology for the Federal Railroad Administration (FRA) and other interested organizations to study locations of high concentration of train/vehicle and trespass incidents and fatality events known as "hot spots." The results of this work will aid the Federal Government and State agencies in targeting mitigation strategies. The University of Waterloo in Canada has performed similar research of rail hot spots. The initial task of this research will be to develop a project implementation plan and produce two scoping documents. This was a FY08 project. KW - Fatalities KW - Hazard mitigation KW - Hot spot identification KW - Incident management KW - Railroad transportation KW - Trespassers UR - https://trid.trb.org/view/1233473 ER - TY - ABST AN - 01465239 TI - Success Factors in the Reduction of HRI Incidents (Phase II) AB - This project is a follow-up to work completed under RR03 DB013. This purpose of the first phase was to identify the reasons for a reduction of incidents at highway-rail grade crossings during the years 1994 to 2003. This second phase will investigate the continuing effects (if any) of the success factors identified in the first phase, the impact of new factors, and potential areas for safety improvement for the years 2003 to 2007. A program prototype that will provide summary analysis will be designed for transportation professionals at the State and local level. This was an FY08 project. KW - Crash reduction factors KW - Grade crossing protection systems KW - Railroad grade crossings KW - Safety factors KW - Traffic incidents UR - http://ntl.bts.gov/lib/43000/43300/43399/RR_Success_Factors_and_Grade_Xing_Incidents_final.pdf UR - https://trid.trb.org/view/1233472 ER - TY - RPRT AN - 01095653 AU - Koch, Kevin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - In-Service, Over-the-Road Testing of One Car for Tank Car Operating Environment Study (Phase IIA) Test Results PY - 2007/10//Final Report SP - 56p AB - This report documents the procedure and results of the controlled testing conducted during Phase II of a tank car operating environment program involving the Association of American Railroads, the Railway Supply Institute (formerly Railway Progress Institute), the Federal Railroad Administration, and Transport Canada. This investigation is part of an ongoing assessment of what is necessary for a complete system optimization (i.e., to assure safety while minimizing total cost). The same donated tank car that was used for all of the Phase I testing (with transducers and instrumented couplers mounted) was placed in over-the-road service for a period of 6 months. A wireless Internet connection utilizing two-way text messaging was the primary system used to monitor the summary data from each channel. Relationships between strain gage output and associated forces were established before onsite and over-the-road testing began. By the end of the over-the-road test in January 2005, the transducers, data acquisition system, and its power supply were operating relatively well. Problems remain to be solved, however, before a similar system is installed on a larger number of test cars. KW - Bolsters KW - Communication devices KW - Couplers KW - Covered freight cars KW - Data collection KW - In-service testing KW - Internet KW - Tank cars KW - Transducers KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/392 UR - https://trid.trb.org/view/855732 ER - TY - RPRT AN - 01095652 AU - Sutton, Michael A AU - Zhao, Wei AU - University of South Carolina, Columbia AU - Federal Railroad Administration TI - Development and Application of Methodology for Reliability Assessment of Tank Car Structures: Phase I PY - 2007/10//Final Report SP - 67p AB - Safe packaging and transport of hazardous materials is of vital importance to tank car builders, users, Federal regulatory agencies, and the general public. Reliability-centered maintenance (RCM) can be used to effectively maintain the reliability of tank car systems in guarding against lading loss due to equipment failures. Adequate and cost-efficient maintenance decisions depend on the ability to understand the tank car’s characteristics and its responses under various service conditions, as well as the ability to analyze and predict the tank car’s performance and resistance deterioration as a function of usage. To support the informed decisionmaking and planning for the RCM through quantitative risk analysis and prediction, this project has developed a methodology that applies modern reliability methods to perform reliability analysis on tank car structures. KW - Covered freight cars KW - Decision making KW - Hazardous materials KW - Maintenance of way KW - Methodology KW - Regulations KW - Reliability (Statistics) KW - Risk analysis KW - Safety KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/388 UR - https://trid.trb.org/view/855729 ER - TY - RPRT AN - 01095650 AU - Tyrell, David AU - Martinez, Eloy AU - Jacobsen, Karina AU - Perlman, Benjamin AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Passenger Cab Car Grade Crossing Impact Test Report: Rail Passenger Equipment Impact Tests PY - 2007/10//Final Report SP - 72p AB - Two full-scale oblique grade crossing impact tests were conducted in June 2002 to compare the crashworthiness performance of alternative corner post designs on rail passenger cab cars. On June 4, 2002, a cab car fitted with an end frame built to pre-1999 requirements impacted a steel coil at approximately 14 mph (22.5 km/h). Following on June 7, 2002, a cab car fitted with an end frame built to current requirements also impacted a steel coil at approximately 14 mph (22.5 km/h). The tests were conducted in response to a recommendation from the American Public Transportation Association’s Passenger Rail Equipment Safety Standards Committee to measure the crashworthiness performance of alternative cab car end frame designs. During the test of the 1990s design, the corner post failed, eliminating the survival space for the operator. During the test of the state-of-the-art (SOA) design cab car, the corner post remained attached and deformed less than 9 in (228 mm), preserving space for the operator. The crush of the cars was analyzed using detailed finite element models. The impact end of each car was modeled, including approximately one quarter of the length of the car. The back end of the cab car model was fixed, and its end structure was impacted by an initially moving cylinder with the same mass and dimensions as the steel coil used in the tests. The results from the full-scale grade crossing impact tests validated the preliminary results of the three-dimensional lumped parameter computer model of the collision dynamics. KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Railroad cab cars KW - Railroad facilities KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - State of the art UR - http://ntl.bts.gov/lib/34000/34500/34530/DOT-VNTSC-FRA-08-01.pdf UR - https://trid.trb.org/view/855731 ER - TY - RPRT AN - 01095649 AU - Smith, Kevin B AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Stub Sill Railroad Tank Car Research Project: Full-Scale Damage Tolerance Test PY - 2007/10//Final Report SP - 220p AB - The Federal Railroad Administration, with supplemental support from the Association of American Railroads (AAR), Railway Progress Institute, and Chemical Manufacturers Association, contracted with the Transportation Technology Center, Inc., a subsidiary of AAR (then organized as AAR, Transportation Technology Center), to conduct a full-scale damage tolerance analysis (DTA) validation test on a tank car using the Simuloader. This is one of five companion reports that detail North American tank car industry efforts since 1992 to assess the operating environment and apply DTA principles to tank car design. These efforts included an over-the-road operating environment survey, material spectrum variable testing, a full-scale fatigue crack growth test, fractographic analysis of the full-scale test vehicle, and DTA analytical model validation and application guidance. This document covers only the details of the 300,000-spectrum mile full-scale DTA validation test. KW - Covered freight cars KW - Cracking KW - Damage tolerance KW - Design KW - Prototype tests KW - Tank cars KW - Test vehicles KW - U.S. Federal Railroad Administration KW - Validation UR - http://www.fra.dot.gov/Elib/Document/390 UR - https://trid.trb.org/view/855730 ER - TY - RPRT AN - 01095648 AU - Koch, Kevin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Tank Car Operating Environment Study–Phase I PY - 2007/10//Final Report SP - 86p AB - 13. ABSTRACT This report documents the results of controlled testing conducted during the first phase of a tank car operating environment program involving the Association of American Railroads, the Railway Supply Institute (formerly the Railway Progress Institute), the Federal Railroad Administration, and Transport Canada. Strain gages, accelerometers, and an instrumented coupler were installed on a stub sill tank car during this phase of testing. This car was then subjected to a series of tests applying a range of forces to the coupler. These included the application of controlled vertical forces, car-to-car impact tests, and a short duration over-the-road test. Results showed that significant correlation could be established between strain gage output and output from the instrumented coupler. This indicates the strong possibility that longitudinal and vertical coupler forces can be inferred only from the output from four strain gages installed on the stub sill. Results also showed a correlation between accelerometer output (in the form of a shock response spectrum (SRS)) and peak longitudinal coupler forces, especially for impact forces above 400,000 pounds. This indicates a possibility that SRS values from only two accelerometers can be used to infer the magnitude of peak coupler forces that occur during yard impacts. During Phase II of this investigation, this transducer system will be tested under standard in-service conditions to further prove the concept and usefulness towards establishing tank car coupler force operating environment profiles. KW - Accelerometers KW - Car trucks (Railroads) KW - Correlation analysis KW - Couplers KW - Covered freight cars KW - Environment KW - Impact tests KW - Instruments for measuring loads or pressure KW - Railcar structural components KW - Strain gages KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/393 UR - https://trid.trb.org/view/855733 ER - TY - RPRT AN - 01083346 AU - Federal Railroad Administration TI - Collision Hazard Analysis Guide: Commuter and Intercity Passenger Rail Service PY - 2007/10 SP - 47p AB - The Collision Hazard Analysis Guide supports the American Public Transportation Association (APTA) Commuter Rail System Safety Program Plan initiative by providing a step-by-step procedure on how to perform a hazard analysis and how to develop effective mitigation strategies that will improve passenger rail safety. Where applicable, this analysis should be conducted in conjunction with the hazard analysis element under the passenger railroad’s System Safety Program Plan (SSPP). The techniques described in this guide are focused on passenger rail collisions but are also valid for evaluating other hazards or safety issues related to any type of operating system. Although this guide focuses on primary and secondary collision scenarios, it is also important for the rail system to identify other conditions that affect the safety of passengers. It is necessary to adequately evaluate secondary collision potential within the scope of this guide to ensure that all credible sources for collision, such as factors creating derailments and subsequent secondary collisions, are properly analyzed. The hazard analysis guidelines presented here are based on the U.S. Department of Defense document “System Safety Program Plan Requirements” (MIL-STD-882) and the hazard identification/resolution processes described in APTA publication “Manual for the Development of System Safety Program Plans for Commuter Railroads.” The disciplined, structured approach presented in this document allows hazards to be systematically identified, analyzed, and addressed. The process provides a permanent record of hazard analysis and serves as a reference document to review and analyze future incidents, accidents, or changes in system operations. KW - Derailments KW - Guidelines KW - Handbooks KW - Hazard analysis KW - Intercity passenger rail KW - Railroad commuter service KW - Railroad crashes KW - Railroad safety KW - Secondary crashes UR - http://www.fra.dot.gov/eLib/Details/L03191 UR - https://trid.trb.org/view/842638 ER - TY - RPRT AN - 01095654 AU - Roop, Stephen S AU - Morgan, Curtis A AU - Kyte, Tobin B AU - Arthur, Winfred AU - Villado, Anton J AU - Beneigh, Ted AU - Texas Transportation Institute AU - Federal Railroad Administration TI - Rail Crew Resource Management (CRM): The Business Case for CRM Training in the Railroad Industry PY - 2007/09//Final Report SP - 124p AB - Crew Resource Management (CRM) is a human factors training process that has been employed in the commercial aviation industry for over 25 years. During that time period, CRM has been credited with contributing to a marked decrease in human factors-caused accidents. Military teams, commercial shipping crews, surgical teams, nuclear power operators, and offshore drilling crews have all since employed forms of CRM training to address relative increases in human factors accidents compared to mechanical- or equipment-based accident causes. This study uses utility analysis to quantify the anticipated benefits to the railroad industry if CRM training were to be more broadly adopted. The research team tested the utility analysis model using collected airline industry data and then applied it to actual and estimated data from the railroad industry. The study found that CRM training can be expected to have net positive benefits at both the industry and individual railroad level by reducing the overall costs associated with human factors accidents. This result was derived by taking into account mean values for the number of human factors accidents, number trained, reported costs of accidents, and costs of training. Additional benefits from improved crew coordination and cost savings from reduced litigation, while not quantified in this study, would add to the overall benefits of sustained railroad CRM training programs. KW - Coordination KW - Crash causes KW - Crash data KW - Crew resource management KW - Human error KW - Human factors in crashes KW - Railroad safety KW - Train crews KW - Train operation KW - Training UR - http://www.fra.dot.gov/Elib/Document/394 UR - https://trid.trb.org/view/855735 ER - TY - SER AN - 01156905 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - Regenerative Power for Track-Health Monitoring PY - 2007/08 SP - 4p AB - The growing availability of low-power sensors, microprocessors, and transmitters makes it increasingly attractive to use distributed sensor networks for track-health monitoring. Widespread implementation of these networks will require robust and low-maintenance methods for powering the electronics. This research investigates two principal methods of harvesting mechanical power from passing railcars in order to supply electrical power to remote networks of sensors. The research team first considered an electromagnetic device (a simple electric generator) directly driven by vertical rail displacement. The team then considered a piezoelectric device (a crystalline material in which strain induces voltage) that is attached to the bottom of the rail and is driven by the longitudinal strain produced by passing railcars. It was demonstrated that each of these techniques can generate electrical power on the order of milliwatts (mW) per device when loaded, which should be sufficient to operate simple sensors. The focus of this research is to quantify the electrical power that can be generated using these methods under typical rail operating conditions, with the goal of ultimately being able to develop a system that uses regenerative techniques to supply power for track-health monitoring sensor networks. KW - Electric power generation KW - Electromagnetic devices KW - Maintenance of way KW - Piezoelectric transducers KW - Railroad tracks KW - Sensors KW - Structural health monitoring UR - http://www.fra.dot.gov/Elib/Document/2093 UR - https://trid.trb.org/view/917728 ER - TY - RPRT AN - 01095685 AU - Prabhakaran, Anand AU - Brabb, David C AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Conceptual Development of Impact Overload Detection Devices for Tank Car Service PY - 2007/08//Final Report SP - 40p AB - The objective of this project was to develop concepts for mechanical and electronic systems that can detect yard or in-train impacts that exceed design load or other reasonable limits on tank cars. The project team developed some mechanical and electronic systems for detecting overload impacts. For the mechanical system, detection of draft gear travel and closeout offered the best chances for success. For electronic systems, this project identified the following methods for overload impact detection: (1) Measuring a combination of draft gear travel and draft gear velocity (2) Measuring impact force using piezo-electric film (3) Using acceleration measurements for overload detection Although the team developed a fairly accurate way to estimate overload impacts through acceleration measurements, the commercially available unit tested did not function well enough to do the same. It is possible that additional development will help the unit perform better. Therefore, it is recommended that this option not be used for electronic overload detection until additional developments are made. It might be possible for the manufacturer of the tested unit to make adjustments in its functionality that might in turn enable the unit to perform better at threshold detection and transmission. KW - Automatic train location KW - Covered freight cars KW - Detectors KW - Impact tests KW - Overload KW - Railroad safety KW - Speeding KW - Tank cars KW - Transportation safety UR - http://www.fra.dot.gov/Elib/Document/398 UR - https://trid.trb.org/view/855788 ER - TY - RPRT AN - 01080150 AU - Reinach, Stephen AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - An Examination of Employee Recruitment and Retention in the U.S. Railroad Industry PY - 2007/08//Final Report SP - 101p AB - This report presents findings of a study to better understand the challenges involved in recruiting and retaining qualified U.S. freight railroad employees to (1) replace the large number of employees who recently retired or who will be reaching retirement in the next several years and (2) meet the current and forecasted increase in demand for freight rail transportation service. Representatives from U.S. Class I freight railroads participated in structured interviews and 56 railroad employees, representing 5 different labor unions, participated in focus groups in 3 different cities across the United States. Results suggest that major challenges or barriers to recruiting new railroad employees include railroad work schedules, an incremental pay rate system for some crafts, and finding individuals with the right skill sets for the job. Major challenges to retaining railroad employees include reducing the need to relocate employees, reducing or eliminating furloughs, providing a realistic job preview during the hiring process, and improving work schedules. Despite these challenges, many focus group participants were planning to remain in the industry for their entire careers, were generally satisfied with their jobs, and would recommend the railroad industry to friends and family members. KW - Class I railroads KW - Demand KW - Employees KW - Focus groups KW - Freight service KW - Interviewing KW - Labor force KW - Personnel retention KW - Railroads KW - Recruiting KW - Retirement KW - United States KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/2682 UR - https://trid.trb.org/view/839280 ER - TY - SER AN - 01475512 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Public Education and Enforcement Research PY - 2007/07 SP - 4p AB - The Public Education and Enforcement Research Study (PEERS) was a collaborative effort between the U.S. Department of Transportation (DOT) Federal Railroad Administration (FRA), the Illinois Commerce Commission (ICC), and several local communities in the State of Illinois. The purpose of the project was to promote safety at highway-rail grade crossings by preventing and reducing incidents, injuries, and fatalities. The role of the John A. Volpe National Transportation Systems Center (Volpe Center) was to monitor and evaluate highway-rail intersections in selected Illinois communities, using video data collection, while public education and enforcement campaigns were conducted. KW - Data collection KW - Education and training KW - Fatalities KW - Illinois KW - Injuries KW - Railroad grade crossings KW - Railroad safety KW - Traffic safety UR - http://www.fra.dot.gov/Elib/Document/2097 UR - https://trid.trb.org/view/1244999 ER - TY - SER AN - 01156922 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Alerting Lights on Locomotives PY - 2007/07 SP - 4p AB - In 1991, the Federal Railroad Administration (FRA) Office of Research and Development initiated a locomotive conspicuity research program with the Volpe Center, to evaluate experimental locomotive alerting light devices and patterns. The FRA Office of Safety used the results in its rulemaking activity, initiated in response to a 1992 congressional mandate to issue interim regulations to improve conspicuity of locomotives to motorists. Preliminary results of the program were considered by FRA in issuing of two interim rules in 1993 and 1994. Upon conclusion of the program in 1995, the research results served as the basis for the final rule issued in 1996 and amended in 2003 and 2004. The study consisted of two components: (1) technology assessment and (2) human perception and recognition. The technology assessment addressed the luminous intensity, flash rate, cost of auxiliary lighting components, and the potential for a selected auxiliary lighting system to reduce the number of accidents at highway-rail grade crossings. It consisted of literature reviews, laboratory tests, and 3 years of in-service testing of a triangular alerting pattern using active warning crossing lights in combination with standard headlights. The human perception and recognition research consisted of controlled field tests to evaluate the ability of three auxiliary lighting systems to enable motorists to recognize the locomotive as a potential hazard and estimate its arrival at a grade crossing. Each system consisted of a pair of auxiliary lights (crossing lights, ditch lights, or roof-mounted strobe lights) that formed a triangle with the headlights. All three alerting light systems evaluated in the human perception and recognition tests were found to be more effective as warning devices than standard headlights alone. FRA regulations now require use of one of those systems. The crossing light system provided the greatest advance warning of train arrival at the grade crossing during the human perception and recognition tests. Data from the technology assessment indicated a potential for significant accident rate reduction with use of the crossing light system. KW - Auxiliary lights KW - Human factors KW - Locomotives KW - Railroad grade crossings KW - Railroad safety KW - Signal lights KW - Technology assessment KW - Visibility KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/2098 UR - https://trid.trb.org/view/917730 ER - TY - RPRT AN - 01095821 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Draft Bay Area to Central Valley High-Speed Train (HST) Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS): Volume 1: Report PY - 2007/07 SP - v.p. AB - The California High Speed Rail Authority has proposed a 700-mile long high-speed train (HST) system, capable of speeds in excess of 200 miles per hour, for intercity travel in California between the major metropolitan centers of Sacramento and the San Francisco Bay Area, through the Central Valley, and into Los Angeles and San Diego. This Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) identifies and evaluates HST Alignment Alternatives and station location options in the Bay Area to Central Valley study region as part of a statewide HST system. The goal of the Bay Area HST is to provide a reliable high-speed electrified train system linking the major Bay Area cities to the Central Valley, Sacramento, and southern California and delivering predictable and consistent travel times. Additional objectives include providing interfaces between the HST system and major commercial airports, mass transit, and the highway network and relieving capacity constraints of the existing transportation system. KW - California KW - Central Valley (California) KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail KW - San Francisco Bay Area UR - http://www.cahighspeedrail.ca.gov/public_notice/DEIR-EIS/default.asp UR - https://trid.trb.org/view/850219 ER - TY - RPRT AN - 01095797 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Summary of Draft Bay Area to Central Valley High-Speed Train (HST) Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) PY - 2007/07 SP - 17p AB - The California High Speed Rail Authority has proposed a 700-mile long high-speed train (HST) system, capable of speeds in excess of 200 miles per hour, for intercity travel in California between the major metropolitan centers of Sacramento and the San Francisco Bay Area, through the Central Valley, and into Los Angeles and San Diego. This document presents a summary to the Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) which identifies and evaluates HST Alignment Alternatives and station location options in the Bay Area to Central Valley study region as part of a statewide HST system. The goal of the Bay Area HST is to provide a reliable high-speed electrified train system linking the major Bay Area cities to the Central Valley, Sacramento, and southern California and delivering predictable and consistent travel times. Additional objectives include providing interfaces between the HST system and major commercial airports, mass transit, and the highway network and relieving capacity constraints of the existing transportation system. KW - California KW - Central Valley (California) KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail KW - San Francisco Bay Area UR - http://www.cahighspeedrail.ca.gov/public_notice/pdf/DEIR-EIS/summary/ExecutiveSummary.pdf UR - https://trid.trb.org/view/850221 ER - TY - RPRT AN - 01095707 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Draft Bay Area to Central Valley High-Speed Train (HST) Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS): Volume 2: Appendices PY - 2007/07 SP - v.p. AB - The California High Speed Rail Authority has proposed a 700-mile long high-speed train (HST) system, capable of speeds in excess of 200 miles per hour, for intercity travel in California between the major metropolitan centers of Sacramento and the San Francisco Bay Area, through the Central Valley, and into Los Angeles and San Diego. This Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) identifies and evaluates HST Alignment Alternatives and station location options in the Bay Area to Central Valley study region as part of a statewide HST system. The goal of the Bay Area HST is to provide a reliable high-speed electrified train system linking the major Bay Area cities to the Central Valley, Sacramento, and southern California and delivering predictable and consistent travel times. Additional objectives include providing interfaces between the HST system and major commercial airports, mass transit, and the highway network and relieving capacity constraints of the existing transportation system. This document contains the appendices to the report. KW - California KW - Central Valley (California) KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail KW - San Francisco Bay Area UR - http://www.cahighspeedrail.ca.gov/public_notice/DEIR-EIS/appendices.asp UR - https://trid.trb.org/view/850220 ER - TY - RPRT AN - 01095687 AU - Ranney, J AU - Nelson, C AU - Research and Special Programs Administration AU - Federal Railroad Administration AU - Western Michigan University, Kalamazoo TI - The Impact of Participatory Safety Rules Revision on Incident Rates, Liability Claims, and Safety Culture in the U.S. Railroad Industry PY - 2007/07//Final Report SP - 69p AB - The Federal Railroad Administration Human Factors Research and Development Program sponsored a lessons learned study to examine the impact of safety rules revision on safety culture, incident rates, and liability claims in the railroad industry. Safety rules revision identifies key rules that are universally enforceable and eliminates unnecessary and conflicting rules. The process also seeks to promote improvements in safety culture through labor-management collaboration by including a shift in primary responsibility for rules creation from management to front-line workers. In this study, the evaluation team reviewed relevant literature, interviewed key participants (management and labor) from transportation carriers that had undertaken safety rules revision, and analyzed relevant incident and injury data. Although outcome data were statistically inconclusive, a number of other indicators in this study suggested a positive benefit on carriers that used the process. Interviewees reported more enforceable safety rules, increased compliance, and overall improvements in several aspects of safety culture, such as labor-management relations. Moreover, some carriers reported significant reductions in the number of claims related to the Federal Employer’s Liability Act and the cost per claim. This report examines other potential benefits, challenges, and successful implementation strategies, as well as future directions and activities. KW - Claims KW - Federal Employers Liability Act KW - Human factors KW - Incident detection KW - Lessons learned KW - Liability KW - Operating rules KW - Railroad safety KW - Safety programs UR - http://www.fra.dot.gov/Elib/Document/400 UR - https://trid.trb.org/view/855789 ER - TY - RPRT AN - 01095684 AU - Stringfellow, Richard AU - Llana, Patricia AU - Tiax LLC AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - Detailed Modeling of the Train-to-Train Impact Test: Rail Passenger Equipment Impact Tests PY - 2007/07//Final Report SP - 85p AB - This report describes the results of a finite element-based analysis of the train-to-train impact test conducted at the Federal Railroad Administration’s Transportation Technology Center in Pueblo, CO, on January 31, 2002. The ABAQUS/Explicit dynamic finite element code was used to simulate the first 0.5 second (s) of the collision. The primary objective of this program was to extend the use of finite element-based models for simulating the crush of train structures to include vehicle-to-vehicle interactions. A subset of the data collected during the test was first selected as a basis for comparison with model predictions. A finite element model of the train was then developed. This model includes detailed representations of the end structures of the cab car and the locomotive, and coarser representations of the back of these vehicle bodies and the trucks of the cab car. Connections between the cab car body and trucks were modeled to allow for lift of the body during the collision. Trailing vehicles and vehicle-to-vehicle connections were modeled using lumped mass parameters. The results of the model were compared to the selected data. These comparisons indicate that the model captures many aspects of collision behavior, with a fair degree of accuracy, especially over the first 0.25 s of the collision KW - Cabs (Vehicle compartments) KW - Crashes KW - Crashworthiness KW - Finite element method KW - Locomotives KW - Railroad safety KW - Railroad traffic KW - Railroad trains KW - Train operations KW - Transportation safety UR - http://ntl.bts.gov/lib/34000/34500/34520/DOT-VNTSC-FRA-07-06.pdf UR - https://trid.trb.org/view/855787 ER - TY - RPRT AN - 01055659 AU - Reinach, Stephen AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Development of a Preliminary Set of Human Factors Functional Design Guidelines for Remote Control Locomotive Systems PY - 2007/07 SP - 59p AB - This report summarizes work to develop a set of preliminary human factors functional design guidelines for remote control locomotive (RCL) systems, in particular the design of the operator control unit (OCU). To carry out the work, researchers first conducted a human factors analysis of existing RCL OCUs to better understand current OCU designs. Analysis looked for instances of 13 different human factors design issues that can induce human error. The research team analyzed four different OCUs. Human factors issues that were found included: 16 instances of inappropriate use of color in displays, 15 instances of poor color choices for critical controls, 12 instances of symmetry issues, 5 adjacency issues, and 1 instance of a critical control that was not protected. Next, researchers identified emerging technologies and capabilities that may be incorporated into next generation RCL systems. Third, human factors standards and guidelines relevant to RCL systems were reviewed. Lastly, a preliminary set of human factors, top-level functional design guidelines are recommended. Researchers identified and organized a total of 51 preliminary human factors functional design guidelines into the following 7 categories: general design, general function, feedback, labels, use of color, visual displays and indicators, and auditory displays and alarms. More work is suggested to advance the guidelines to a final form. KW - Guidelines KW - Human error KW - Human factors KW - Human factors engineering KW - Human system interface KW - Locomotive operation KW - Locomotives KW - Railroad safety KW - Remote control KW - Visual display units (Computers) UR - http://www.fra.dot.gov/Elib/Document/396 UR - https://trid.trb.org/view/814637 ER - TY - RPRT AN - 01055652 AU - daSilva, Marco P AU - Baron, William AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - State-of-the-Art Technologies for Intrusion and Obstacle Detection for Railroad Operations PY - 2007/07//Final Report SP - 44p AB - This report provides an update on the state-of-the-art technologies with intrusion and obstacle detection capabilities for rail rights of way (ROW) and crossings. A workshop entitled Intruder and Obstacle Detection Systems (IODS) for Railroads Requirements was held in 1998, and the Volpe National Transportation Systems Center published the proceedings in 2001. A suite of possible alternative detection technology systems were then field-tested; the results were published in 2003. A host of novel approaches to detection involving existing and emerging technologies have since appeared. This report identifies these new non-track circuit based approaches and methods of identifying obstacles and intruders on the ROW and at crossings. The results obtained from this analysis provide a technology update for the Federal Railroad Administration, as well as recommend potential technology concepts for future field testing. The application of intrusion and obstacle detection or remote sensing technologies would serve to improve the safety of rail passengers and road users, as well as protect the general population and environment from the risks associated with hazmat shipments, and aid in the relief of congestion by reducing the number of incidents and delays due to those incidents. KW - Hazardous materials KW - Incident detection KW - Intrusion detection KW - Obstacle detectors KW - Railroad incidents KW - Railroad operations KW - Railroad tracks KW - Railroad transportation KW - Remote sensing KW - Right of way KW - State of the art KW - Technology UR - http://www.fra.dot.gov/Elib/Document/410 UR - http://ntl.bts.gov/lib/34000/34500/34517/DOT-VNTSC-FRA-07-04.pdf UR - https://trid.trb.org/view/814826 ER - TY - ABST AN - 01460112 TI - Review of the Federal Railroad Administration Research and Development Program AB - The committee for this project will conduct an annual review and evaluation of the research and development (R&D) program of the Federal Railroad Administration (FRA) of the U.S. Department of Transportation. The reviews will cover such topics as program management structure and approach, allocation of resources among program areas, outreach to the program's customers and stakeholders, project selection criteria, and project management. The committee will review the major research directions of the FRA R&D program, as well as the content of the research program areas, for applicability to the needs of the program's customers and stakeholders both internal and external to FRA. The committee will not make recommendations about overall funding levels. The committee will prepare an annual letter report containing its advice to the sponsor. Letter reports will be issued annually. KW - Annual reviews KW - Program management KW - Research and development KW - Research projects KW - Resource allocation KW - Selection criteria UR - https://trid.trb.org/view/1228328 ER - TY - RPRT AN - 01079299 AU - Federal Railroad Administration TI - Trespass on Railroad Rights-of-Way PY - 2007/06 SP - 4p AB - A June 1997 incident in which two teens were fatally injured by a train on a bridge in Pittsford, NY, spurred the U.S. Department of Transportation’s (USDOT) Federal Railroad Administration’s (FRA) Office of Safety to conduct research into trespass prevention at railroad rights-of-way (ROW). The USDOT/Research & Innovative Technology Administration’s (RITA) John A. Volpe National Transportation Systems Center (Volpe Center), under the direction of FRA, conducted a 3-year demonstration of an automated prototype railroad infrastructure security system on a railroad bridge. This commercial-off-the-shelf (COTS) technology system was installed at the bridge in Pittsford, NY, where the two teen fatalities had occurred. This video-based trespass monitoring and deterrent system has the capability of detecting trespass events when an intrusion on the railroad ROW occurs. Once a trespass event occurs, the system transmits audible and visual signals to the monitoring workstation at the local security company, where an attendant validates the alarm by viewing the live images from the scene. The attendant then issues a real-time warning to the trespasser(s) via pole-mounted speakers near the bridge, contacts the local police, and, if necessary, the railroad police. All alarm images are stored on a wayside computer for evaluation. The system was installed in August 2001 and evaluated over a 3-year period, ending in August 2004. The safety benefits of this prototype system were reviewed and found to be very favorable. At least 5 lives were potentially saved during 3 separate trespassing incidents over the 3-year evaluation period. This interactive system can serve as a model for railroad infrastructure security applications at other railroad ROW or bridges prone to intrusion. After the evaluation period was completed, FRA formalized a technology transfer agreement with CSX Transportation (CSXT) that handed over control of the wayside system to the railroad. KW - Countermeasures KW - Fatalities KW - Monitoring KW - Prevention KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroads KW - Real time information KW - Right of way (Land) KW - Trespassers KW - Video cameras KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/2550 UR - https://trid.trb.org/view/838899 ER - TY - RPRT AN - 01079092 AU - Federal Railroad Administration TI - Intelligent Transportation System/Positive Train Control at Highway-Rail Intersections PY - 2007/06//Research Results SP - 4p AB - Since the mid-1990s, the U.S. Department of Transportation (U.S. DOT) Federal Railroad Administration (FRA) has sponsored research, conducted by the John A. Volpe National Transportation Systems Center of the U.S. DOT Research and Innovative Technology Administration (RITA), aimed at integrating Positive Train Control (PTC) and Intelligent Transportation System (ITS) technologies. The objective of this research is to improve safety and efficiency at highway-rail intersections (HRIs) by finding affordable, standardized systems that can be installed at HRIs to provide immediate safety benefits. The immediate goal is to validate, through demonstration projects, the cost-effective safety benefits of promising ITS technologies. By evaluating systems using evolving ITS technologies at HRIs in corridors where PTC will be installed, existing infrastructure may be utilized to minimize demonstration development and cost. Figure 1 shows a typical PTC configuration. This study included (1) an evaluation of vehicle proximity alerting systems (VPAS), (2) two symposia on the implications of ITS for railroads, (3) participation in the development of standards related to infrastructure communications, such as the Institute of Electrical and Electronics Engineers (IEEE) Standard for the Interface Between the Rail Subsystem and the Highway Subsystem at a Highway Rail Intersection (IEEE Std 1570-2002, as shown in Figure 2), and (4) a periodically updated survey and review of relevant projects and promising technologies. The VPAS tests, conducted in 1995–1996, were designed to measure the ability of the prototype systems to provide warnings to priority vehicles (i.e., emergency vehicles, school buses, vehicles carrying hazardous materials, and large trucks) from trains approaching and occupying nearby HRIs. The results demonstrated that the VPAS concept is feasible, but all systems tested would require further development [1]. In reviewing the ITS activities, the Volpe Center found that several of the projects provided beneficial safety features. For example, changeable message signs (CMS) were found to be one of the most cost-effective technologies available to provide increased information to motorists. Other promising technologies included dedicated short-range communication (DSRC) and Differential Global Positioning Satellite (GPS) systems, as well as video detection and monitoring. KW - Dedicated short range communications KW - Global Positioning System KW - Infrastructure KW - Intelligent transportation systems KW - Positive train control KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Safety benefits KW - Vehicle proximity alert system KW - Warning systems UR - http://www.fra.dot.gov/Elib/Document/2095 UR - https://trid.trb.org/view/836530 ER - TY - RPRT AN - 01055577 AU - Wreathall, John AU - Roth, Emilie AU - Bley, Dennis AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Human Factors Considerations in the Evaluation of Processor-Based Signal and Train Control Systems: Human Factors in Railroad Operations PY - 2007/06 SP - 160p AB - In August 2001, the Federal Railroad Administration issued the notice of proposed rulemaking: Standards for Development and Use of Processor-Based Signal and Train Control Systems (49 Code of Federal Regulations Part 236). This proposed rule addresses the design and implementation of processor-based train control systems. Under the proposed rule, a railroad wishing to implement a positive train control (PTC) system in revenue service must develop and submit a product safety plan (PSP) and assess the risk associated with the new system. This report attempts to fill the gap provided by the lack of knowledge about the kinds of human performance challenges and safety risks that will occur with these proposed systems. To fill this gap, the authors identified human factors issues that arose in other industries where similar kinds of technology and human-machine interfaces were used. This literature review, along with an analysis of PTC-preventable accidents, served as the basis for structuring interviews with employees at several railroads that had experience with train control technology containing elements of PTC. The answers to these questions provide the reader with a roadmap of human performance issues to consider in preparing or evaluating a PSP, along with the implications for risk. KW - Automatic train control KW - Communications KW - Crashes KW - Decision making KW - Human factors KW - Positive train control KW - Railroad operations KW - Railroad safety KW - Risk assessment KW - Safety UR - http://www.fra.dot.gov/Elib/Document/408 UR - http://ntl.bts.gov/lib/33000/33700/33704/33704.pdf UR - https://trid.trb.org/view/814823 ER -