TY - SER AN - 01158542 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Heavy Axle Load Revenue Service Rail Performance—Tehachapi, CA PY - 2007/05 SP - 4p AB - The Transportation Technology Center, Inc. (TTCI) in Pueblo, CO, performed rail performance tests in revenue track in cooperation with Union Pacific Railroad (UP). Figure 1 shows an in-revenue rail performance test at Site 3, Milepost (MP) 340 at Tehachapi, CA. These tests suggest that new versions of premium rails have an average expected life of 200 million gross tons (MGT), based on a 0.75-inch gage face wear limit, or approximately 900 MGT life using a 30 percent head area loss criteria. For 2 curves where exact MGT was known, expected rail life using a 0.75-inch gage wear limit ranged from 232 to 245 MGT. The environment included severe mountain grade and curvatures of 6 to 10 degrees. In the 169 MGT of the monitoring period, there was less than a 10 percent variation in predicted rail life between the rails evaluated. During this same period, no rail grinding was performed, and no rail surface deterioration was noted. Similar rails tested at the Facility for Accelerated Service Testing (FAST) had approximately double the expected life, suggesting that train and lubrication conditions in the field were different and more severe. No strong correlation between rail hardness and ranking of wear rates was observed. KW - Axle loads KW - Field tests KW - Performance KW - Rail (Railroads) UR - http://www.fra.dot.gov/Elib/Document/2099 UR - https://trid.trb.org/view/917746 ER - TY - RPRT AN - 01055604 AU - Reiff, Richard AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - In-Track Demonstration of Laser-Treated Rail to Reduce Friction and Wear PY - 2007/05 SP - 67p AB - In-track evaluations of a laser-treated rail intended to provide a permanent reduction of the friction level and increased wear life were conducted at the Transportation Technology Center’s Facility for Accelerated Service Testing, Heavy Axle Load track in Pueblo, CO. These evaluations were conducted during the October 2005 operating period. Results suggest that the cracks formed during the laser treatment process led to early spalling and chipping of the gage corner, requiring removal of the test rail from the track. Limited data suggests that the treatment process did not significantly reduce gage face rolling friction. KW - Chippings KW - Friction KW - Inspection cars KW - Lasers KW - Maintenance of way KW - Railroad tracks KW - Service life KW - Spalling KW - Track components KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/397 UR - https://trid.trb.org/view/814644 ER - TY - RPRT AN - 01055598 AU - Reinach, Stephen AU - Viale, Alex AU - Green, Donald AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Human Error Investigation Software Tool (HEIST) PY - 2007/05 SP - 41p AB - Human factors are a leading cause of train accidents and incidents in the United States. Human factors go beyond the crew members who operate the on-track equipment. They include management support and oversight, operating practices and procedures, technologies and facilities, and the work culture—in short, the socio-technical environment in which railroad employees work. The purpose of this project was to develop a software tool to help Federal Railroad Administration personnel, and the railroad industry in general, systematically consider human factors issues at all levels of the socio-technical environment (or system) when investigating the causes or contributing factors of train accidents, incidents, and close calls. This report describes the development and features of the Human Error Investigation Software Tool (HEIST). HEIST is a portable Tablet and Windows-based application that can be used in the field, a hotel room, or an office to support accident/incident investigations. HEIST data collection tools include a checklist of things to consider; operator, front-line supervisor, and manager interview guides; a human factors taxonomy and definitions; an interactive data collection aid; and an online accident/incident/close call summary form. Data classification tools include an interactive aid and practice module. A HEIST user manual was also produced under separate cover. The report concludes with some recommendations for future enhancements to HEIST, including implementation of a centralized accident, incident, and close call database, and preparation of a field test. KW - Close calls KW - Human error KW - Human factors KW - Incident detection KW - Railroad crashes KW - Railroad safety KW - Railroad traffic KW - Railroad trains KW - Software KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/399 UR - https://trid.trb.org/view/814645 ER - TY - RPRT AN - 01055593 AU - Mayville, Ronald A AU - Rancatore, Robert J AU - Stringfellow, Richard G AU - Amar, Gabriel AU - Tiax LLC AU - Federal Railroad Administration TI - Repair of Budd Pioneer Coach Car Crush Zones PY - 2007/05//Final Report SP - 52p AB - The research team conducted a project to repair cars for use in a full-scale train-to-train collision test with crash energy management systems. The two cars had been damaged in previous dynamic tests. Several components required replacement, and some required design modification. This report describes the damage to the cars from the tests, and the various actions needed to repair and modify the components. Some collision dynamics and finite element analyses were conducted in support of the modifications. The project included fabrication and assistance in implementing the repairs. KW - Crash energy management KW - Crashworthiness KW - Damage assessment KW - Finite element method KW - Passenger rail KW - Prototype tests KW - Railroad crashes KW - Railroad safety KW - Train-to-train collisions UR - http://www.fra.dot.gov/Elib/Document/1423 UR - http://ntl.bts.gov/lib/34000/34500/34515/DOT-VNTSC-FRA-07-02.pdf UR - https://trid.trb.org/view/814638 ER - TY - SER AN - 01475504 JO - Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - Bridge Approaches and Track Stiffness PY - 2007/04 SP - 4p 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 wheel forces resulting from wheel loads crossing an abrupt change in stiffness between the track on the bridge and the track off the bridge. The results shows one case of the measured difference in track stiffness (or track modulus) between the track on a ballast deck bridge and the track off the bridge. Numerous attempts have been made to eliminate the bridge approach track dip by reducing the track stiffness difference or by creating a more gradual stiffness transition; yet none of these have worked to any great degree. This inability to eliminate the bridge approach problem prompted a study to examine the track stiffness difference concept to determine why its past application had been unsuccessful. Five different methods were employed to evaluate the effect of track stiffness difference in causing bridge approach track settlement and adversely affecting ride quality, ranging 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 track settlement or ride quality at a bridge approach. KW - Bridge approaches KW - Railroad bridges KW - Railroad tracks KW - Ride quality KW - Settlement (Structures) KW - Stiffness KW - Wheel loads UR - http://www.fra.dot.gov/Elib/Document/2102 UR - https://trid.trb.org/view/1245052 ER - TY - SER AN - 01158565 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - Study of High-Speed Wireless Data Transmissions for Railroad Operation PY - 2007/04 SP - 4p AB - With the widespread deployment of high performance wireless data network technologies (such as Institute of Electrical and Electronics Engineers (IEEE) 802.11a/b/g, 802.16e, etc.), it has become feasible to utilize these standard-based wireless technologies for applications desired by the railroad industry for improving operations effectiveness, monitoring and control, and safety. Before any of these wireless systems are employed, however, serious questions must be answered to assure that the railroad requirements of mobility, throughput, coverage range, Doppler effects, and response times are met. The University of Nebraska, under a grant from the Federal Railroad Administration (FRA), has been studying the feasibility of using 802.11a/b/g-based wireless networks for mobile railroad environments. A 3.5-mile test bed has been designed and implemented with a series of access points in the Burlington Northern Santa Fe Railroad (BNSF) Hastings Subdivision near Lincoln, NE, to support this study. The test bed has complemented the theoretical study supported with in-depth computer models and simulations to measure and analyze network throughput of 802.11a/b/g for trains under different velocities. Simulation results have been compared and verified with test bed measurements to analyze performance characteristics of 802.11-based networks for mobile trains. Results and analysis show that even though the system throughput of 802.11 standard decreases under high velocity, it can still support railroad applications if the coverage range is provided. Therefore, an 802.11-based wireless network can support real-time Internet accessibility for trains’ crew, passenger, and railway workers, improving railroad operating safety and efficiency. KW - Data communications KW - Monitoring KW - Operations KW - Railroad traffic control KW - Railroads KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2103 UR - https://trid.trb.org/view/917781 ER - TY - SER AN - 01158560 JO - Research Results PB - Federal Railroad Administration AU - Tse, Terry AU - Federal Railroad Administration TI - Development of a Switch Point Monitoring System in Non-Signaled Territory PY - 2007/04 SP - 4p AB - The key objective of the Switch Point Monitoring System (SPMS) is to monitor, detect, and report improperly aligned switches on main tracks, which could compromise the safe movement of trains in non-signaled territory. When an improper switch point alignment is detected, the system will convey the information through a wireless network to the train dispatch system, allowing the train dispatcher to provide safe mitigation of the reported switch anomaly. SPMS provides an innovative, low-cost, closed-loop technology for improvement of freight and passenger train railway safety, affording a safer transportation environment at the community and industry levels by preventing train collisions and derailments. KW - Dispatching KW - Monitoring KW - Switches (Railroads) KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2109 UR - https://trid.trb.org/view/917884 ER - TY - SER AN - 01158549 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Preliminary Impact Load Assessment of Ballast Deck Prestressed Concrete Bridges PY - 2007/04 SP - 4p AB - Concrete bridges at the Transportation Technology Center’s Facility for Accelerated Service Testing (FAST) in Pueblo, CO, provide a unique opportunity to study the dynamic behavior of bridges when subjected to heavy axle load (HAL) traffic. Improved dynamic behavior will result in reduced maintenance and extended service life of concrete bridges. Researchers tested two prestressed concrete bridges located on curved track at FAST to assess their initial stress-state. The distribution of vertical loads across the widths of the spans was also measured. Summaries from this study include that wheels on bridge spans with standard bolted rail joints are capable of producing high dynamic impacts that may exceed the design impact load. Higher impact loads are not typically a safety concern but will lead into a reduction in bridge life and increased track and bridge maintenance costs. The railroad industry spends about half of its bridge capital on concrete bridge construction, now comprising up to 20 percent of the total railroad bridge inventory. These investment levels make it especially important to evaluate short- and long-term performance of concrete bridges under HAL traffic. KW - Axle loads KW - Ballast (Railroads) KW - Concrete bridges KW - Impact loads KW - Performance KW - Prestressed concrete KW - Railroad bridges UR - http://www.fra.dot.gov/Elib/Document/2100 UR - https://trid.trb.org/view/917747 ER - TY - SER AN - 01158547 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Signal Shunting Performance Related to Application of Wayside-Based Top of Rail Friction Control Materials PY - 2007/04 SP - 4p AB - Under direction from the Association of American Railroads (AAR) Lubrication Technical Advisory Group and Vehicle Track Systems (VTS) Committees, a number of implementation issues related to potential adverse side effects from top of rail (TOR) systems are being investigated. This is to ensure deployment of the TOR friction control concept, which places friction modifier (FM) materials directly on top of the rail and does not introduce unwanted conditions. These issues include possible adverse reactions affecting routine train braking, tractive effort, sanding, ultrasonic rail flaw inspection signals, and track signal shunting. Investigation by the Transportation Technology Center, Inc., (TTCI), Pueblo, CO, of an FM material suggests that no adverse effects on track signal shunting performance were produced during normal and double application rates or during a period when the applicator rate was increased to eight times the normal rate. This excessive application rate, however, did produce undesirable low friction levels. Through cooperation of Norfolk Southern (NS), a short (50-foot long), modified grade crossing island track circuit was installed on one track of a double mainline with predominantly empty coal train traffic. This westbound traffic can be susceptible to films or other products on the rail affecting track signal shunting. A wayside-based TOR system was located immediately east of the circuit. All westbound trains would first encounter the TOR material before traveling over the track circuit. During the entire test period, no continuous loss of shunt was ever observed during any train passage. Rail friction measurements on the running surface during the excessive application period indicated a drop in friction from 0.55 μ to 0.28 μ. Results suggest that even with moderate to excessive application, the FM material used did not adversely effect signal shunting of multiple cars or a full train. Other issues, such as traction and braking, will be investigated in future demonstrations. KW - Friction materials KW - Friction modifiers KW - Rail (Railroads) KW - Rolling friction KW - Top of rail friction UR - http://www.fra.dot.gov/Elib/Document/2101 UR - https://trid.trb.org/view/917780 ER - TY - RPRT AN - 01055664 AU - Gertler, Judith AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Dispatchers PY - 2007/04//Final Report SP - 103p AB - This report presents the results of a study designed to characterize the work/rest schedules and sleep patterns of U.S. railroad dispatchers and to examine the relationship between these schedules and levels of alertness of the individuals working the schedules. The study methodology was a survey of a random sample of currently working U.S. railroad dispatchers who completed a background survey and kept a daily log for 2 weeks. Railroad dispatchers are a predominantly healthy middle-aged male population, but 14 percent are women. Dispatchers work as either a trick dispatcher, subject to the limitations of the Hours of Service Law, or an assistant chief dispatcher who oversees the trick dispatchers. All dispatching jobs have a 40-hour nominal workweek, but assistant chief dispatchers average more than 40 hours per week. Dispatchers are a shiftwork population. Many are subject to working nights and a variable work schedule, making it difficult to get adequate quality sleep. Overall, 39 percent of dispatchers get 6 or fewer hours of sleep while 29 percent of U.S. adults get this amount of sleep. Across all three shifts, dispatcher alertness on workdays peaked after arrival at work and then declined through the workday. The decline was greatest for those working third shift. KW - Alertness KW - Dispatchers KW - Dispatching KW - Hours of labor KW - Labor force KW - Night shifts KW - Railroad dispatchers KW - Railroad safety KW - Rest periods KW - Schedules KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/403 UR - https://trid.trb.org/view/814676 ER - TY - RPRT AN - 01055663 AU - Riley, Victor AU - Reinach, Stephen AU - Green, Donald AU - User Interaction Research and Design, Incorporated AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Human-Centered Technologies Tool PY - 2007/04//Final Report SP - 89p AB - Operator error is a leading cause of incidents and accidents, and equipment design has been shown to facilitate such errors. Human factors expertise is often used to evaluate the design of equipment and user interfaces for their potential to cause, facilitate, or permit operator error. Developing broad and deep expertise in human factors, however, requires many years of formal training, and Federal Railroad Administration (FRA) regulators are often asked to evaluate equipment and user interface design without the benefit of such training. This report describes the development and evaluation of a computer-based analysis tool to help FRA Office of Safety personnel determine whether specific railroad technology designs may cause operator error and, if so, what types or errors. The tool allows an analyst to model the layout, physical appearance, and functionality of controls and displays. The tool then applies standard human factors principles to analyze the design for errors that may be caused by factors, such as violation of cultural conventions, inconsistencies within the interface, hidden functions, and inadequate feedback. The tool is designed to evaluate a single interface or compare two interfaces for interoperability. This report describes the software and summarizes the development and evaluation effort. It also contains a users’ guide to assist tool users. KW - Errors KW - Human error KW - Human factors in crashes KW - Incident detection KW - Incidents KW - Operators (Persons) KW - Railroad crashes KW - Railroad incidents KW - Railroad safety KW - Software packages KW - Technological innovations UR - http://www.fra.dot.gov/Elib/Document/404 UR - https://trid.trb.org/view/814677 ER - TY - RPRT AN - 01055654 AU - Reinach, Stephen AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Preliminary Development of a Railroad Dispatcher Taskload Assessment Tool: Identification of Dispatcher Tasks and Data Collection Methods PY - 2007/04//Final Report SP - 69p AB - This report summarizes research conducted to identify and document dispatcher tasks and activities and determine how data on these tasks are currently collected. The researcher generated an initial set of dispatcher tasks based on past research and literature and subject matter expertise. The researcher developed two questionnaires to expand the list, identify other factors that affect dispatcher taskload, and determine how challenging it is to collect data on these tasks. Representatives from all eight Federal Railroad Administration regional offices, railroad officers, and railroad dispatchers received questionnaires. The researcher identified 67 dispatcher tasks and organized them into 6 top-level task categories. Non-task factors that either affect a dispatcher’s taskload or can be used to describe the circumstances in which taskload is measured were also identified. Respondents also identified how taskload data can be collected based on eight different data collection methods. One single, efficient mechanism to collect all of these data does not currently exist. In addition, taskload data collection would take time, involve effort, and would be obtrusive. Lastly, the researcher explored cognitive aspects of dispatching. Based on results from the taskload questionnaires, and an understanding of the cognitive aspect of dispatching, a model of railroad dispatching is generated. KW - Cognition KW - Data collection KW - Dispatchers KW - Questionnaires KW - Railroad dispatchers KW - Railroad safety KW - Railroad transportation KW - Respondents (Surveys) KW - Task analysis KW - Taskload UR - http://www.fra.dot.gov/Elib/Document/401 UR - https://trid.trb.org/view/814673 ER - TY - RPRT AN - 01055628 AU - Lyons, Matthew L AU - Riddell, William T AU - Koch, Kevin W AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Analysis of Accelerations Measured During Full-Scale Tank Car Impact Tests PY - 2007/04//Final Report SP - 100p AB - Tank car impact responses were investigated using accelerometers mounted at various locations on a tank car. Several tests were run with both a full and an empty tank car, and varying the tank car impact speed. The data from the accelerometers went through a power spectral density (PSD) analysis for the longitudinal and vertical directions. The results from PSD analyses were compared with the peak coupler force and the dominant draft gear mechanism, also obtained from the data. The results showed that the dominant draft gear mechanism had a marked effect on the response of the tank car, and, as speed and energy increased, the draft gear mechanism changed. For the empty tank car impact test results, in longitudinal acceleration signals, a frequency of 0 Hz and a range of frequencies above 300 Hz were present in PSD analyses; in vertical acceleration signals, a frequency of 13 Hz was present in PSD analyses, coinciding with the first axial mode of a simply supported cylinder. For the full tank car impact test results, in the vertical acceleration signals, two distinct peaks, at 5 Hz and 26 Hz, were present. KW - Acceleration (Mechanics) KW - Accelerometers KW - Gears KW - Impact tests KW - Power spectra KW - Railroad cars KW - Railroad traffic KW - Railroad trains KW - Railroad transportation KW - Shock resistance KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1424 UR - http://ntl.bts.gov/lib/34000/34500/34516/DOT-VNTSC-FRA-07-03.pdf UR - https://trid.trb.org/view/814822 ER - TY - RPRT AN - 01055655 AU - Wreathall, John AU - Woods, David D AU - Bing, Alan J AU - Christoffersen, Klaus AU - WreathWood Group AU - Ohio State University, Columbus AU - ICF Consulting AU - Ensco, Incorporated AU - Federal Railroad Administration TI - Relative Risk of Workload Transitions in Positive Train Control PY - 2007/03/31 SP - 62p AB - This work proceeded along two parallel paths. First, the research team performed a review and analysis of the fundamental human factors and systems performance issues associated with workload and workmode transitions involving technologies like positive train control (PTC) that can lead to safety and operational problems. These include concerns associated with over-reliance, fixation, skill loss, and shifts in authority between components in the system. Second, the team has examined proposed PTC systems and their intended roles in rail operations to provide an analysis of the risks of the different transitions as they relate to the use of PTC systems in railroading. The opportunities for the high risk failures is greater with PTC systems that provide only an overlay safety function, and are virtually out of sight during normal operations, because the primary risks are associated with the reduction of people’s awareness of the system operating state. People tend to rely on protection equipment that is normally functioning and forget when it is inoperative. KW - Human factors KW - Performance measurement KW - Positive train control KW - Railroad safety KW - Risk analysis KW - Risk assessment KW - Safety KW - Scheduled railroading KW - System performance KW - Workload UR - http://www.fra.dot.gov/Elib/Document/402 UR - https://trid.trb.org/view/814674 ER - TY - SER AN - 01475439 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Dispatchers PY - 2007/03 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 dispatchers and to examine the relationship between these schedules and level of alertness of the individuals working the schedules. The methodology for this study was a survey of a random sample of currently working U.S. dispatchers who completed a background survey and kept a daily log for 2 weeks. Railroad dispatchers are a predominantly healthy middle-aged male population, but 14 percent are women. Dispatchers work as either a trick dispatcher, subject to the limitations of the Hours of Service Law, or an assistant chief dispatcher who oversees the trick dispatchers. All dispatching jobs have a 40-hour nominal workweek, but assistant chief dispatchers average nearly 45 hours per week. Dispatchers are a shiftwork population. Many are subject to working nights and a variable work schedule, making it difficult to get adequate quality sleep. Overall, 39 percent of dispatchers average 6 or fewer hours of sleep in 24 hours while 29 percent of U.S. adults get this amount of sleep. Across all three shifts, dispatcher alertness on workdays peaked after arrival at work and then declined through the workday. The decline was greatest for those working third shift. KW - Alertness KW - Dispatchers KW - Hours of labor KW - Night shifts KW - Railroad safety KW - Schedules and scheduling KW - Sleep UR - http://www.fra.dot.gov/Elib/Document/2104 UR - https://trid.trb.org/view/1245218 ER - TY - RPRT AN - 01354613 AU - Lerner, Neil D AU - Jenness, James W AU - Singer, Jeremiah P AU - Huey, Richard W AU - Llaneras, Robert E AU - Westat AU - Federal Railroad Administration TI - Human Factors Guidelines for Intelligent Transportation Systems at the Highway-Rail Intersection: Technical Report PY - 2007/03//Final Report SP - 58p AB - This technical report documents the development of a set of human factors guidelines to aid designers and implementers of intelligent transportation systems (ITS) at highway-rail intersections (HRIs). The focus was specifically on roadway user human factors issues. In addition to providing immediate benefit, the guidelines were also designed to serve as a resource and impetus for the development of consensus standards, approved practices, industry guidelines, and other more formal guidance. The set of potential human factors issues was derived from a review of existing literature and research studies, as well as contacts with experts and ITS implementers. The guidelines document was arranged in three major sections: Section 1 introduces the major issues and considerations that the guidelines address; Section 2 provides general human factors guidance for messages and displays; and Section 3 provides specific guidance for applications, including train arrival warnings, advance information about the HRI, enforcement and control of vehicles, and light rail transit. Each guidelines chapter begins with an introduction to the background and major issues of the application. Next, a set of human factors guidelines statements is presented, along with supporting discussions and rationales for each statement. KW - Guidelines KW - Human factors KW - Intelligent transportation systems KW - Railroad grade crossings UR - http://ntis.library.gatech.edu/handle/123456789/9768 UR - https://trid.trb.org/view/1118250 ER - TY - RPRT AN - 01055596 AU - Hellman, Adrian D AU - Carroll, Anya A AU - Chappell, Debra M AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Evaluation of the School Street Four-Quadrant Gate/In-Cab Signaling Grade Crossing System PY - 2007/03//Final Report SP - 48p AB - Under sponsorship from the U.S. Department of Transportation Federal Railroad Administration, Office of Research and Development, the John A. Volpe National Transportation Systems Center performed an evaluation of the four-quadrant gate/obstruction detection system at the School Street crossing in Groton, CT. The primary objectives of this evaluation were to assess the safety benefits and to document the operational performance provided by this non-standard technology. Highway-railroad grade crossing risk mitigation research in the United States has historically focused on the safety benefits of active warning devices, such as flashing lights, bells, and dual crossing gates. In addition, clear agreement has predominated within the research community that grade separation or closure provides the highest level of risk treatment. As the economic and societal costs of these treatments have increased, however, research has been increasingly concentrated on technologies that provide many of the same benefits without the obtrusiveness of grade separation or closure. KW - Cab signals KW - Connecticut KW - Crossing gates KW - Flashing lights KW - Four quadrant gates KW - Gates KW - Railroad cars KW - Railroad grade crossings KW - Railroad safety KW - Warning devices UR - http://www.fra.dot.gov/Elib/Document/407 UR - http://ntl.bts.gov/lib/34000/34400/34403/DOT-VNTSC-FRA-03-04.pdf UR - https://trid.trb.org/view/814678 ER - TY - RPRT AN - 01051562 AU - Lerner, Neil D AU - Jenness, James W AU - Singer, Jeremiah P AU - Huey, Richard W AU - Llaneras, Robert E AU - Westat AU - Federal Railroad Administration TI - Human Factors Guidelines for Intelligent Transportation Systems at Highway-Rail Intersection: Technical Report PY - 2007/03//Final Report SP - 58p AB - This technical report documents the development of a set of human factors guidelines to aid designers and implementers of intelligent transportation systems (ITS) at highway-rail intersections (HRIs). The focus was specifically on roadway user human factors issues. In addition to providing immediate benefit, the guidelines were also designed to serve as a resource and impetus for the development of consensus standards, approved practices, industry guidelines, and other more formal guidance. The set of potential human factors issues was derived from a review of existing literature and research studies, as well as contacts with experts and ITS implementers. The guidelines document was arranged in three major sections: Section 1 introduces the major issues and considerations that the guidelines address; Section 2 provides general human factors guidance for messages and displays and Section 3 provides specific guidance for applications, including train arrival warnings, advance information about the HRI, enforcement and control of vehicles, and light rail transit. Each guidelines chapter begins with an introduction to the background and major issues of the application. Next a set of human factors guidelines statements is presented, along with supporting discussion and rationales for each statement. KW - Arrivals and departures KW - At grade intersections KW - Data displays KW - Guidelines KW - Human factors KW - Intelligent transportation systems KW - Light rail transit KW - Literature reviews KW - Messages (Communications) KW - Railroad grade crossings KW - Train arrival time UR - http://ntis.library.gatech.edu/handle/123456789/9768 UR - https://trid.trb.org/view/809343 ER - TY - RPRT AN - 01051558 AU - Pecknold, David AU - Sehitoglu, Huseyin AU - Barkan, Christopher P L AU - Kibey, Sandeep AU - Lee, One-Chul AU - University of Illinois, Urbana-Champaign AU - Federal Railroad Administration TI - Tank Car Reliability Design and Analysis PY - 2007/03 SP - 100p AB - This report presents the results of the Federal Railroad Administration project DTFR DV-00-G-60019 (Tank Car Reliability Design and Analysis), carried out in the Department of Civil and Environmental Engineering and the Department of Mechanical and Industrial Engineering at the University of Illinois at Urbana-Champaign. The overall objective of the project was to propose and develop new and improved rational procedures for assessing the structural integrity of stub sill tank cars, in order to provide higher levels of assurance against the occurrence of structural failure of a car that could lead to an accident. This research specifically focuses on procedures for establishing safe inspection intervals to detect the presence of fatigue cracks in the stub sill assembly before they grow to critical size. KW - Cracking KW - Damage tolerance KW - Finite element method KW - Quality assurance KW - Railroad crashes KW - Railroad safety KW - Structural failures KW - Structural integrity KW - Tank cars KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/412 UR - https://trid.trb.org/view/809338 ER - TY - SER AN - 01475469 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Train-to-Train Impact Test of Crash Energy Management Passenger Rail Equipment PY - 2007/02 SP - 3p AB - On March 23, 2006, a full-scale test was conducted on a passenger rail train retrofitted with newly developed cab and coach car crush zone designs. This test was conducted as part of a larger testing program to establish the degree of enhanced performance of alternative design strategies for passenger rail crashworthiness. The alternative design strategy is referred to as Crash Energy Management (CEM), where the collision energy is absorbed in defined unoccupied locations throughout the train in a controlled progressive manner. By controlling the deformations at critical locations, the CEM train is able to protect against two very dangerous modes of deformation: override and large scale lateral buckling. Frames from high-speed movies recorded at the train-to-train test of existing equipment and the train-to-train test of CEM equipment are included in this paper. In the train-to-train test of existing equipment at a closing speed of 30 mph, the colliding cab car crushed by approximately 22 feet. No crush was imparted to any of the trailing equipment. Due to the crippling of the cab car structure, the cab car overrode the conventional locomotive. The space for the operator’s seat and for approximately 47 passenger seats was lost. During the train-to-train test of CEM equipment, at a closing speed of 31 mph, the front of the cab car crushed by approximately 3 feet, and the crush propagated back to all of the unoccupied ends of the trailing passenger cars. The controlled deformation of the cab car prevented override. All of the crew and passenger space was preserved. KW - Crash energy management KW - Crashes KW - Crashworthiness KW - Impact tests KW - Passenger cars KW - Prototype tests KW - Railroad crashes KW - Underride override crashes UR - http://www.fra.dot.gov/Elib/Document/2108 UR - https://trid.trb.org/view/1245220 ER - TY - SER AN - 01158556 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - A Crash Energy Management Specification for Passenger Rail Equipment PY - 2007/02 SP - 3p AB - At the request of Metrolink, the Federal Railroad Administration (FRA), with the Federal Transit Administration (FTA) and American Public Transportation Association (APTA), decided to form the ad hoc Crash Energy Management (CEM) Working Group in May 2005. This group developed recommendations for including crush zones in rail passenger cars for Metrolink to include in its procurement specification. The Volpe Center provided the Working Group with technical information from the research on passenger equipment crashworthiness it is conducting for FRA. Metrolink released its specification, including the recommendations from the Working Group, on September 16, 2005, as part of an invitation for bid. The specification is written so that the requirements prescribe levels of performance for the train, the car, and the mechanisms. Each requirement includes quantitative criteria for evaluation of compliance. The Working Group extensively discussed various evaluation methodologies, including non-linear large deformation finite element analysis and dynamic component tests, and worked to assure that practical evaluation methodologies are available for each requirement. For the components critical to the functioning of the crush zone, some of which may be difficult to analyze, component tests are required. KW - Crashworthiness KW - Crush energy KW - Crush zones KW - Occupant protection devices KW - Passenger cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2110 UR - https://trid.trb.org/view/917885 ER - TY - SER AN - 01158554 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Railroad Horn Systems PY - 2007/02 SP - 4p AB - From 1992 to 2002, the Federal Railroad Administration (FRA) Office of Research and Development (ORD) sponsored a multi-dimensional study of horns as warning devices, conducted by the Volpe Center. The purpose of the study was to assess ways to provide adequate warning. The results were used as the basis for a final rule, established in June of 2005, for sounding audible warnings before a train arrives at a grade crossing. The study consisted of two components: (1) technology assessment and (2) human perception and recognition. The technology assessment addressed physical characteristics. It consisted of (1) measurement of the acoustic properties of three typical railroad horns and prototype automated horn systems (AHS), (2) measurement of the insertion loss and interior noise levels of several 1990 and 1991 motor vehicles, (3) laboratory studies to assess the effectiveness and detectability of horn signals, and (4) measurement of horn sound levels at multiple measurement locations. The human perception and recognition research addressed the effectiveness of those systems as warning devices and their impact on the daily activities of residents. It consisted of (1) use of video cameras at selected grade crossings to observe driver behavior after sounding of three-chime train horns and AHS mounted on the wayside and (2) surveys of residents along railroad corridors about the effects of those two horn systems on their daily activities. The wayside AHS was shown as a potential solution for providing an effective, detectable warning to motorists with acceptable community noise levels. AHS installed on the wayside can be directed down the roadway toward oncoming traffic to greatly reduce the amount of community exposure. The technology assessment showed the sound level of a wayside AHS that used a digital recording of a five-chime train horn was equal to or exceeded that of a train-mounted three-chime horn for drivers approaching a crossing. The laboratory studies showed a five-chime train horn to be far more effective in warning motorists than a three-chime train horn or a single-tone AHS. The technology assessment also showed that wayside AHS lowered community noise levels. The human perception and recognition tests showed that wayside AHS significantly reduced violations at grade crossings and reduced the disruption of daily activities experienced by nearby residents. The digital five-chime AHS was developed as a result of the tests performed. KW - Acoustic properties KW - Audible warning devices in vehicles KW - Auditory perception KW - Horns KW - Sound level KW - Technology assessment UR - http://www.fra.dot.gov/Elib/Document/2107 UR - https://trid.trb.org/view/917810 ER - TY - SER AN - 01158553 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Federal Railroad Administration TI - Clear Signal for Action Program Addresses Locomotive Cab Safety Related to Constraining Signals PY - 2007/02 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 project. CSA is a proactive safety risk management method that combines behavior-based safety (BBS) and continuous improvement (CI). This project, involving road crews from UP’s San Antonio Service Unit (SASU), is underway to determine whether CSA can improve safety in the railroad industry as it has in other industries. In this project, workers from road crews provide each other with confidential, nonconfrontational feedback to reduce the probability of derailments and other accidents when they are operating under constraining signals. In addition, data compiled by peers is used to identify and implement corrective actions to lower the risk of future derailments and accidents. Training in how to effectively support the process is also provided for managers. In addition to sponsoring CSA implementation, FRA is sponsoring a lessons learned team (LLT) to examine what it takes to implement CSA successfully, the impact CSA has on safety, and what factors are needed to sustain CSA in the long term. One early LLT activity was to meet with project stakeholders to develop a logic model that describes how the CSA method works, what results are expected from it, and how it can be measured. Data collected so far indicate that CSA implementation in the SASU is viable. A joint BLET/UTU steering committee developed and validated a checklist of 35 safety practices to be tracked. More than 180 employees have received training in conducting peer-to-peer observation-feedback sessions, and over 700 observation-feedback sessions have taken place. Key managers have also received training in how to effectively support the CSA process. During interviews and project meetings, many SASU employees indicated that improvements have occurred since the CSA process was implemented. As the project continues, additional data will be collected to determine whether the changes shown in the other boxes in the logic model occur as anticipated. KW - Behavior KW - Cabs (Vehicle compartments) KW - Culture (Social sciences) KW - Lessons learned KW - Locomotives KW - Railroad safety KW - Risk management KW - Safety programs UR - http://www.fra.dot.gov/Elib/Document/2105 UR - https://trid.trb.org/view/917790 ER - TY - SER AN - 01158546 JO - Research Results PB - Federal Railroad Administration AU - McClure, Karen AU - Tse, Terry AU - Federal Railroad Administration TI - Development of a General Train Movement Simulator for Safety Evaluation PY - 2007/02 SP - 4p AB - A simulation modeling capability has been developed to replicate a rail line operation, including the detailed movement of trains and the functioning of the traffic control system. The simulation system allows users to input track plans, train control blocks, trains and their consists, train schedules, and random schedule delays. The simulator reports detailed time-position-speed information for each train, as well as the status of movement authorities for each train and each control block. The “meet and pass” is handled by the simulator using the normal dispatching practice with preset train priorities. The simulator generates metrics of exposure (i.e., frequencies of specific use-related system events), which are a primary input to the analysis of accident risk. The simulator was developed using standard software development tools, so it is readily extendable and requires no special licensing for distribution. The system is currently run in a multi-user environment on a central server that is accessible over the Internet. KW - Positive train control KW - Railroad safety KW - Railroad simulators KW - Railroad traffic control KW - Risk analysis UR - http://www.fra.dot.gov/Elib/Document/3013 UR - https://trid.trb.org/view/917886 ER - TY - SER AN - 01158527 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Ranney, Joyce AU - Zuschlag, Michael AU - Federal Railroad Administration TI - Behavior-Based Safety at Amtrak-Chicago Associated with Reduced Injuries and Costs PY - 2007/02 SP - 4p AB - The Federal Railroad Administration (FRA) Human Factors Research and Development (R&D) Program is sponsoring the Clear Signal for Action Program (CSA) to evaluate whether an approach that combines behavior-based safety (BBS) and continuous improvement (CI) techniques can improve safety in the railroad industry, as it has in other industries. The Station Services Department at Chicago’s Amtrak terminal participated in a CSA demonstration project carried out by Behavioral Science Technology, Inc. (BST) in May 2001 through September 2002 (Phase 1) and October 2003 through March 2005 (Phase 2). In analyses conducted at the John A. Volpe National Transportation Systems Center (Volpe Center), a statistically significant drop in injury rates occurred following employee training on CSA methods held in December 2004. Furthermore, the number of worker-hours between injuries tended to increase as the total number of observation-feedback sessions increased, and the greater the rate of observation-feedback sessions, the lower the injury rate tended to be. These data suggest that a full and consistent implementation of CSA at Station Services could save this department of 200 employees over $300,000 per year. KW - Behavior KW - Countermeasures KW - Culture (Social sciences) KW - Injuries KW - Lessons learned KW - Railroad safety KW - Safety programs UR - http://www.fra.dot.gov/Elib/Document/2106 UR - https://trid.trb.org/view/917809 ER - TY - RPRT AN - 01095686 AU - Morgan, Curtis A AU - Olson, Leslie E AU - Kyte, Tobin B AU - Roop, Stephen S AU - Texas Transportation Institute AU - Federal Railroad Administration TI - Rail Crew Resource Management (CRM): Pilot Rail CRM Training Development and Implementation PY - 2007/02//Final Report SP - 51p AB - This report summarizes the work undertaken by the Texas Transportation Institute (TTI) to develop and implement a pilot program of Rail-Based Crew Resource Management (CRM) training that can be used for a variety of crafts throughout the railroad industry. Pilot program development was a follow-on to the previous tasks to document the types of teams that exist in the railroad industry and the state of rail CRM training at U.S. Class I railroads, which TTI completed and documented in a separate report to the Federal Railroad Administration in September 2003. The pilot program builds upon the training methods and procedures identified in the earlier work. This report documents the development of the program and the experience encountered in implementing it at the railroad division level. The report presents data from pre-training and post-training surveys of participants that were administered during the pilot course as measures of the effectiveness and acceptance of the training program materials The study also includes recommendations on further steps to broader CRM implementation within the railroad industry. KW - Awareness KW - Crew resource management KW - Development KW - Education and training KW - Implementation KW - Railroad safety KW - Railroad transportation KW - Surveying methods and processes KW - Training KW - Travel surveys UR - http://www.fra.dot.gov/Elib/Document/415 UR - https://trid.trb.org/view/855797 ER - TY - RPRT AN - 01051571 AU - Morgan, Curtis A AU - Olson, Leslie E AU - Kyte, Tobin B AU - Roop, Stephen S AU - Texas Transportation Institute AU - Federal Railroad Administration TI - Railroad Crew Resource Management (CRM): Pilot Rail CRM Training Development and Implementation PY - 2007/02//Final Report SP - 55p AB - This report summarizes the work undertaken by the Texas Transportation Institute (TTI) to develop and implement a pilot program of Rail-Based Crew Resource Management (CRM) training that can be used for a variety of crafts throughout the railroad industry. Pilot program development was a follow-on to the previous tasks to document the types of teams that exist in the railroad industry and the state of rail CRM training at U.S. Class I railroads, which TTI completed and documented in a separate report to the Federal Railroad Administration in September 2003. The pilot program builds upon the training methods and procedures identified in the earlier work. This report documents the development of the program and the experiences encountered in implementing it at the railroad division level. The report presents data from pre-training and post-training surveys of participants that were administered during the pilot course as measures of the effectiveness and acceptance of the training program materials. The study also includes recommendations on further steps to broader CRM implementation within the railroad industry. KW - Awareness KW - Class I railroads KW - Crew resource management KW - Railroad equipment industry KW - Railroad safety KW - Railroads KW - Surveys KW - Texas KW - Train crews KW - Training KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/415 UR - https://trid.trb.org/view/809348 ER - TY - RPRT AN - 01051544 AU - Reinach, Stephen AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Yardmasters and Yard Safety in the U.S. Railroad Industry: An Exploratory Study PY - 2007/01//Final Report SP - 77p AB - This report presents the results of an exploratory study of railroad yardmasters. The purpose was to identify issues and risks associated with yardmaster tasks and responsibilities that have the potential to compromise safety in railroad classification (switching) yards. Analysis of 2004 Federal Railroad Administration (FRA) train accident and incident data helped to determine the involvement of yardmasters in train accidents and injuries, and focus groups with yardmasters provided information about yardmaster tasks and responsibilities and the yardmaster's role in yard switching safety. Analysis of FRA train accident/incident data indicates that yardmasters contributed to less than one-fifth of 1 percent of reportable train accidents (7 out of 3,775) and one-fifth of 1 percent of all employee-on-duty injuries (13 out of 5,693). Fifty-six yardmasters participated in nine focus groups conducted in three U.S. cities. Focus groups addressed five topic groupings: training and experience; communications and information flow; stress, distractions, difficulties, and workload; fatigue, staffing, and work schedules; and best practices and lessons learned. Yardmasters identified and discussed a number of issues related to each topic, as well as provided lessons learned and best practices. Lastly, the report suggests several future studies to further enhance FRA's understanding of the yardmaster's role in railroad yard switching safety. KW - Best practices KW - Crash data KW - Focus groups KW - Incident data KW - Injuries KW - Lessons learned KW - Railroad equipment industry KW - Railroad safety KW - Studies KW - Switching KW - Training KW - Yard operations KW - Yardmasters UR - http://www.fra.dot.gov/Elib/Document/422 UR - https://trid.trb.org/view/809349 ER - TY - RPRT AN - 01135803 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-50, Amtrak (ATK), Houston, Texas, August 22, 2007 PY - 2007 SP - 8p AB - A westbound Amtrak (ATK) Passenger train Train Number 1-21, consisting of two locomotives,7 cars, and operating at an estimated speed of 60 mph, collided with an automobile at a highway/rail grade crossing, C.E. King Parkway and Union Pacific (UP) tracks, on August 22, 2007, at 10:55p.m. The accident occurred near Houston, Texas, at UP Milepost 351.6, on the UP Lafayette Subdivision, in Harris County at D.O.T. Crossing no. 762904W. The crossing is controlled by a HXP-3 warning system. Its recorder shows that the crossing warning system provided approximately 27 seconds of warning time prior to the train occupying the crossing. Timetable speed limit for the area is 70 MPH for passenger and 60 MPH for freight. The highway warning mast on the south east quadrant for north bound highway traffic is equipped with a set of side lights pointed at turning traffic from east bound Highway 90. The main lights are pointed south for C.E. King Parkway, the back lights of the mast in the northwest quadrant are pointed for turning west bound traffic off Highway 90. At C.E. King Parkway there is a single north bound lane and two south bound lanes for motor vehicle traffic. There is a traffic light at the intersection of C.E. King Parkway and Highway 90 with turn signals. The occupants of the motor vehicle were driver male age 18, passenger female age 16, passenger male age 13. The motor vehicle driver and all passengers were killed. The automobile was completely destroyed. There were no injuries to the ATK train crew or passengers. The leading locomotive ATK locomotive No. 84 sustained minor damage and the train's 66 passengers were delayed approximately 4 hours. Damage to locomotive No. 84 sustained in the collision consisted of a bent plow, burned electrical wires and a broken ditch light, estimated to be $19,225, and there was no derailment. At the time of the accident it was night and overcast, with high humidity and no wind. The temperature was 82 F. The accident was caused by failure of the motor vehicle driver to stop at the lowered gates of the highway warning system and to yield to the oncoming train. According to the Harris County Sheriff's Department, the driver of the motor vehicle did not have a drivers license and was in violation of Texas state law. KW - Amtrak KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Derailments KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Right of way (Traffic) KW - Texas KW - U.S. Federal Railroad Administration KW - Weather conditions KW - Yielding UR - https://www.fra.dot.gov/eLib/details/L01990#p1_z5_gD_lAC_kHQ-2007-50 UR - https://trid.trb.org/view/896118 ER - TY - RPRT AN - 01135802 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-62, DeQueen and Eastern Railroad Company (DQE), Wright City, Oklahoma, October 18, 2007 PY - 2007 SP - 9p AB - October 18, 2007, at 11:26 a.m. (CST). The accident occurred approximately one mile west of Wright City, Oklahoma at DQ&E mile post 6.9, on the DQ&E, DeQueen Subdivision. The lone male driving the motor vehicle was killed. The motor vehicle received an estimated damage of $170,000. Injuries sustained by the train crew of the West Day Local resulted with the engineer receiving serious injuries and the conductor and brakeman receiving minor injuries from this accident. The railroad mechanical equipment damaged was the lead locomotive and two trailing locomotives, which derailed. The freight car that derailed was the first trailing car behind the locomotive . The subject car had the lead truck (A-end) derailed. Damages to railroad mechanical equipment was estimated at $250,000. Track and signal structure damages were estimated at $52,441. At the time of the accident it was daylight and clear with good visibility. The temperature was 85 degrees fahrenheit. Investigations determined factual evidence that railroad track warrants and bulletins instructed flag protection procedures to be performed at the subject crossing due to mechanical damages to warning devices. The warning devices had been taken out of service by the railroad two days prior to the accident. It was further determined that the train crew had failed to provide proper flag protection at this crossing as required and contributing cause factors determined that the DQ&E failed to make timely repairs to the crossing equipment warning devices. There were no cameras, nor any related photographical equipment located on any of the locomotives for purpose of filming events, of which the locomotive and or train was involved in. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Oklahoma KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02002#p2_z5_gD_lAC_y2007_m10 UR - https://trid.trb.org/view/896129 ER - TY - RPRT AN - 01135801 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-55, Amtrak/Union Pacific (ATK/UP), Martinez, California, October 1, 2007 PY - 2007 SP - 8p AB - On October 1, 2007 at approximately 5:35 p.m. PDT, eastward Amtrak Capitol Corridor Passenger Train ATK 540-01 operating in a cab forward configuration on Main Track No. 1 of the Union Pacific (UP) Martinez Subdivision, derailed its locomotive at milepost 30.0. The derailed locomotive subsequently sideswiped the lead locomotive of westward UP Freight Train YOZ55-01, which was stationary on the west end of the siding at UP Ozol Yard, Martinez, California. This occurred as a result of the Amtrak train striking a center car cushioning device filler block that had dropped between the rails in the track from freight car UP 463046, which had been set out as a bad order car earlier from UP Train YOZ55-01. Locomotive ATK 172 derailed in the upright position and UP lead locomotive UP 652 was damaged but did not derail. The train came to rest just east of control point RV030, approximately 1,125 feet beyond the point of contact. Their were no injuries to either crews and no reported injuries to the 152 Amtrak Passenger Train passengers. Damage was estimated at: ATK, $65,728, equipment; UP, $10,000, equipment, $496,269, track, signals and structures. Weather at the time of the accident was daylight and clear, with a temperature of 75 degrees Fahrenheit. The probable cause of the accident was an object on or fouling the track. KW - Amtrak KW - California KW - Crash injuries KW - Crash investigation KW - Derailments KW - Railroad crashes KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01995#p1_z5_gD_lAC_kHQ-2007-55 UR - https://trid.trb.org/view/896124 ER - TY - RPRT AN - 01135799 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-48, CSX Transportation (CSX), Lumberton, North Carolina, July 26, 2007 PY - 2007 SP - 7p AB - On July 26, 2007, about 12:20 p.m. eastern standard time (EST), southbound CSX Train Q77826 struck a motor vehicle at a highway-rail grade crossing in Lumberton, North Carolina (NC). The incident occurred at milepost (MP) SE 304.4 on the CSX Transportation (CSX) Florence Division, Wilmington Subdivision. This track segment extends from Wilmington to Hamlet, NC. The method of operation is Direct Traffic Control (DTC)/Track Warrant Control (TWC) with a maximum authorized speed of 40 miles per hour (mph). Train Q77826 was traveling southbound on the Wilmington Subdivision at 38 mph as it approached the Pittman Road highway-rail grade crossing, U.S. DOT No. 623967U. The motor vehicle was traveling northbound on Pittman Road and was struck by the train as it attempted to cross the highway-rail grade crossing in front of the approaching train. As a result of the collision, one of the six occupants was fatally injured, and two occupants sustained serious to minor injuries. The six occupants of the motor vehicle were transported by Robeson County EMS to Southeastern Regional Medical Center. There were no injuries to the train crew. The car was struck in the passenger door and was heavily damaged. Lead Locomotive CSXT 4784 sustained minor damage. No rail equipment derailed and there was no release of hazardous materials. At the time of the accident, it was daylight and clear with a temperature of 90F. The probable cause of the accident was the failure of the motor vehicle driver to stop at the highway-rail grade crossing and yield the right of way to the approaching train. KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - North Carolina KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Right of way (Traffic) KW - U.S. Federal Railroad Administration KW - Weather conditions KW - Yielding UR - https://www.fra.dot.gov/eLib/details/L01988#p1_z5_gD_lAC_kHQ-2007-48 UR - https://trid.trb.org/view/896114 ER - TY - RPRT AN - 01135798 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-67, CSX Transportation (CSX), Goodlettsville, Tennessee, November 1, 2007 PY - 2007 SP - 8p AB - On November 1, 2007, at 10:03 p.m. Central Standard Time (CST), CSX Transportation, Inc. (CSX) southbound freight Train Q51501, consisting of four locomotives, 65 loads, and 26 empties, derailed 24 cars from the main track at milepost (MP) 180.9 on the CSX Nashville Division, Henderson Subdivision, in the city of Goodlettsville, Tennessee (TN). CSX Train Q51501 was traveling at a recorded speed of 48 miles per hour (mph) at the time of the derailment. The derailed cars impacted cars of CSX Train Q51401 that was standing in Goodlettsville passing siding resulting in 11 additional cars to derail. As a result of the derailment and collision, there was no hazardous material spilled and there were no personal injuries. CSX estimated the damages at $120,000 for track and structures and $1,439,989 for equipment. At the time of the derailment, it was dark, the sky was clear, and the temperature was 44F. The probable cause of the derailment is a broken rail caused by a reverse detail fracture defect. KW - Broken rails KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Tennessee KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02007#p1_z5_gD_kHQ-2007-67 UR - https://trid.trb.org/view/896131 ER - TY - RPRT AN - 01135797 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-49, Kansas City Southern Railway Company (KCS), Aguadulce, Texas, August 8, 2007 PY - 2007 SP - 7p AB - westbound Kansas City Southern train collided with an Ford F250 crew cab truck trunk at a highway-rail grade crossing, on July 9, 2007, at 6:30 p.m. The accident occurred in Agua Dulce, Texas, at KCS Milepost 130.5 and Texas Farm to Market Road no. 70, on the KCS Laredo Subdivision. The motor vehicle was occupied with an estimate of 12 persons. The vehicle was struck by the lead locomotive at the rear of the trucks bed. Five of the twelve occupants were in the bed of the pickup truck. Three were killed, two injured. The driver and occupants in the cab of the truck fled the scene. The lead locomotive sustained minor damage of about $6,000.00, and there was no derailment. At the time of the incident it was daylight, partly cloudy, and no rain. The temperature was 89 degrees F. The accident was caused by failure of the motor vehicle to yield to the train. According to a witness the crossing gates were down and the driver had time to stop. KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Derailments KW - Kansas City Southern Railway KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Right of way (Traffic) KW - Texas KW - U.S. Federal Railroad Administration KW - Weather conditions KW - Yielding UR - https://www.fra.dot.gov/eLib/details/L01989#p1_z5_gD_lAC_kHQ-2007-49 UR - https://trid.trb.org/view/896117 ER - TY - RPRT AN - 01135795 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-59, Northern Indiana Commuter Transportation District (NICD), Michigan City, Indiana, October 13, 2007 PY - 2007 SP - 9p AB - On October 13, 2007, at 9:08 a.m. c.d.t., Northern Indiana Commuter Transportation District (NICD) commuter Train 504 (Train 504), operating west on the single main track at milepost 32.2 collided with the side of a standing set of extra equipment that was fouling the main track. This equipment was preloading passengers, and was to be added to the westbound Train 504, after its arrival at Carroll Avenue Station. The accident occurred in Michigan City, Indiana, on NICD, an electrified commuter system. At the time of the accident it was cloudy, with a temperature of 60F. There were no injuries to train crew members, but four passengers reported injuries. The accident caused the leading control car of the extra equipment to derail and sustain about $200,000 in damages. The lead control car on Train 504 sustained about $100,000 in damages. The accident was caused by the engineer and conductor of Train 504 when they failed to comply with restricted speed in non signaled territory at milepost 32.2, resulting in a collision with standing extra equipment. KW - Automatic train control KW - Crash injuries KW - Crash investigation KW - Derailments KW - Indiana KW - Railroad crashes KW - Railroad safety KW - Railroad signals KW - Railroad transportation KW - Train speed KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01999#p2_z5_gD_lAC_y2007_m10 UR - https://trid.trb.org/view/896127 ER - TY - RPRT AN - 01135794 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-47, Norfolk Southern (NS), Thomasville, Alabama, July 23, 2007 PY - 2007 SP - 8p AB - On July 23, 2007, about 12:30 p.m. Central Standard Time (CST), northbound Norfolk Southern (NS) Maintenance of Way (M of W) Mark III Tamper, which was operating on the NS main track, struck a tractor/trailer truck that was operating over a private highway-rail grade crossing. The accident occurred near Thomasville, Alabama (AL) at milepost (MP) NS 48.3 on the NS Alabama Division. The tractor/trailer truck was loaded with logs and was traveling east on the private road crossing when it was struck by the tamper. The tamper was operated by an NS track machine operator (operator) and was traveling north on the NS main track at an estimated speed of 20 miles per hour (mph) when the impact occurred. As a result of the collision, the tractor/trailer struck three parked unoccupied automobiles. After the collision, the operator was transported by ambulance to Southwest Alabama Medical Center in Thomasville. He was examined and released. The tractor/trailer driver refused treatment. The crossing was protected by cross bucks and a stop sign. There was no track or signal damage. Damage to the tamper is estimated at $28,500. At the time of the accident, it was daylight and sunny with a temperature of 89F. Probable Cause The operator of the Mark III Tamper did not approach the private highway grade crossing prepared to stop. He should not have entered the road crossing unless he knew the way was clear. Contributing Cause: Highway user inattentiveness. u0908 KW - Alabama KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://trid.trb.org/view/896113 ER - TY - RPRT AN - 01135793 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-83, CSX Transportation (CSX), Willard, Ohio, December 20, 2007 PY - 2007 SP - 10p AB - On December 20, 2007, at 7:16 p.m., an eastbound CSX freight train collided with the rear end of another eastbound CSX freight train. The accident occurred about six miles west of Willard, Ohio, at CSX Milepost BI 5.8, on the CSX Willard Subdivision of the CSX Great Lakes Division. Both trains were operating in an eastward direction according to timetable, which was also the geographical direction. There were no injuries and no hazardous material cars were damaged or leaking. The total equipment damage was $47,982 and one car was derailed. There was no track or signal damage. At the time of the accident it was dark and the weather was clear. The temperature was 34F. FRA concluded that the accident was caused by the failure of the crew members of CSX Train Q34820 to comply with a Restricted Proceed signal aspect. FRA also concluded that an improperly functioning rear end marking device on the rear car of CSX Train Q39620 was a contributing factor. u0908 KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Ohio KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Train-to-train collisions KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02023#p1_z5_gD_lAC_kHQ-2007-83 UR - https://trid.trb.org/view/896134 ER - TY - RPRT AN - 01135792 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-58, Burlington Northern Santa Fe (BNSF), Motley, Minnesota, October 12, 2007 PY - 2007 SP - 9p AB - On October 12, 2007, at 2:45 a.m., CDT., westward Burlington Northern Santa Fe Railway Company (BNSF) empty unit coal train E-SUDBTM2-11 (E-SUDBTM2-11) operating west, collided with a standing cut of 103 empty cars stored on the siding track at East Motley, MN. The accident occurred in Motley, Minnesota, at BNSF Milepost (MP) 140.9 on the Brainerd Subdivision of the Twin Cities Division. The conductor and locomotive engineer of E-SUDBTM2-11 suffered minor injuries. The two locomotives at the head end of the train both derailed but remained upright. Eight of the empty coal hopper cars derailed, with four destroyed and four damaged. The total damage to the westbound train was estimated at $322,486. Eight of the stored empty boxcars were derailed and destroyed. Total damages for the stored empty boxcars were $147,683. Neither the westbound train, nor the standing cut of cars, contained hazardous materials and there was no fire or evacuation. At the time of the incident it was dark and cloudy. The wind was east southeast at three miles per hour (mph). The temperature was 41F. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Minnesota KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01998#p1_z5_gD_lAC_kHQ-2007-58 UR - https://trid.trb.org/view/896126 ER - TY - RPRT AN - 01135790 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-43, Amtrak (ATK), Plant City, Florida, July 16, 2007 PY - 2007 SP - 8p AB - On July 17, 2007, at 3:15 p.m. Eastern Standard Time (EST), a southbound Amtrak Train PO92 collided with a flat bed truck at a highway-rail grade crossing in Plant City, Florida (FL). The accident occurred at CSX Transportation (CSX) milepost (MP) A859.7 on the CSX Jacksonville Division, Lakeland Subdivision. The flat bed truck was completely destroyed and the truck driver was fatally injured. The trains two locomotives and nine passenger cars derailed, but remained upright. The locomotive engineer and the assistant conductor sustained non-life threatening injuries and were transported to a local hospital for treatment. Four on board service attendants and 16 passengers also sustained non-life threatening injuries. They were taken to local hospitals where they were treated and released. Total damages reported are $875,000 for equipment and $75,000 for track. At the time of the accident, it was daylight, the weather was clear, dry, and a temperature of 95F. Probable Cause The accident was caused because the truck driver disregarded the crossing warning devices. KW - Amtrak KW - Crash injuries KW - Crash investigation KW - Derailments KW - Florida KW - Grade crossing protection systems KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - Truck drivers KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01983#p1_z5_gD_lAC_kHQ-2007-43 UR - https://trid.trb.org/view/896109 ER - TY - RPRT AN - 01135789 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-41, Kansas City Southern Railway Co. (KCS), Hartford, Illinois, July 6, 2007 PY - 2007 SP - 7p AB - A northbound Federal Railroad Administration (FRA) track geometry car, DOTX-219, collided with an eastbound Union Pacific Railroad (UP) maintenance of way truck at a highway-rail grade crossing at 8:48 a.m., c.d.t., on July 6, 2007. The accident occurred near Hartford, Illinois, at Milepost 266.7 on the Gateway Eastern (GWWE) St. Louis Terminal Subdivision. The motor vehicle operator was injured and the truck destroyed. A non-reportable injury occurred to an FRA operating practices inspector riding on the track geometry car. The DOTX-219 sustained $500,000 of damage and derailed as a result of the collision. At the time of the derailment, it was daylight and sunny. The temperature was 79 DGF. The accident was caused by the drivers failure to yield the right of way to the DOTX-219. Hartford police issued the driver a citation for violation of Illinois Statute 625-11-904. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Illinois KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - Right of way (Traffic) KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Yielding UR - https://www.fra.dot.gov/eLib/details/L01981#p1_z5_gD_lAC_kHQ-2007-41 UR - https://trid.trb.org/view/896108 ER - TY - RPRT AN - 01135787 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-51, New Mexico Rail Runner Express (NMRX), Los Chavez, New Mexico, September 18, 2007 PY - 2007 SP - 8p AB - At approximately 6:01 p.m. on September 19, 2007 NMRX Train No. 513, a westbound (geographic south) commuter train traveling 79 mph struck a 1996 red Subaru Outback vehicle at a highway/rail grade crossing near Los Lunas, NM. The collision occurred at Milepost 926.40, DOT Crossing No. 019467H on the main track. The impact resulted in the death of a 60 year old male driver, the sole occupant and driver of the vehicle. The weather at the time was clear and the temperature was approximately 85 degrees Fahrenheit. The view approaching the crossing from the west is clear and unobstructed in both directions and provides access to two family dwellings, one of which was the victims. The estimated monetary damages were listed as $4,013.65 and did not meet the monetary threshhold as listed in 49 CFr Part 225.119 (c). The primary cause of the accident is failure of the driver of the vehicle to yield to an oncoming train and driver inattentiveness. KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Derailments KW - New Mexico KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Right of way (Traffic) KW - U.S. Federal Railroad Administration KW - Weather conditions KW - Yielding UR - https://www.fra.dot.gov/eLib/details/L01991#p1_z5_gD_lAC_y2007_m9 UR - https://trid.trb.org/view/896120 ER - TY - RPRT AN - 01135786 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-39, Metro North Commuter Railroad Company (MNCW), Milford, Connecticut, June 21, 2007 PY - 2007 SP - 9p AB - At approximately 1:46 PM EDST June 21, 2007, Metro North Railroad northward commuter train Number 1926 derailed Control Car 1697, three additional coaches and Engine 842 (pushing) on the Waterbury Branch in Milford, CT. The train derailed at the south end of the hand operated switch to the Ballast Track at Mile Post 0.6. Train 1926 was operating at 47 MPH. A total of 38 passengers and crew were onboard the train when it derailed. Two crew members and two passengers experienced minor injuries. The weather was clear, temperature 72 degrees and it was daylight. The Rail Traffic Controller in Grand Central Terminal, New York City had previously instructed the driver on an on- track Track Patrol vehicle to leave the hand switch to the Ballast Track in the reverse position for a following movement of a Ballast Regulator to clear in that track. The Ballast Regulator instead cleared the Single Track at a hand switch known as Track 5 at Mile Post 0.3. The Rail Traffic Controller mistakenly thought Track 5 and the south end of the Ballast Track were the same location and recorded the Single Track as clear. A southward train, Number 1963, then trailed through the misaligned switch and damaged it. The engineer of the southward train did not observe the switch in the reverse position as his attention was diverted away from the track by activity at the Gulf Oil Highway Crossing just beyond the hand switch in the reverse position. Train 1926 later approached the switch and observed it in the reverse position but was unable to stop in time. The train entered the side track and derailed. Probable cause: The cause of the derailment was a misaligned switch. KW - Automatic train control KW - Connecticut KW - Crash injuries KW - Crash investigation KW - Derailments KW - Railroad commuter service KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - Switches (Railroads) KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01979#p1_z5_gD_lAC_y2007_m6 UR - https://trid.trb.org/view/896104 ER - TY - RPRT AN - 01135784 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-63, Burlington Northern Santa Fe (BNSF), Imboden, Arkansas, October 20, 2007 PY - 2007 SP - 8p AB - At approximately 8:05 a.m. CDT, October 20, 2007, on the BNSFs Springfield Division, Thayer South Subdivision, at Imboden, Arkansas in Lawrence County, Arkansas, southbound C-NAMPAM-3-06, derailed at Mile Post 378.1 account of a broken rail. The rail was Tennessee USA, manufactured in 1981. The rail section was 132 standard carbon with a 40% detail fracture from head check. The derailment occurred 2.6 miles north of Imboden, Arkansas. This train consisted of 125 cars and 5 locomotives, with 3 of the locomotives being used as distributive power on the rear end of the train. The rear DP of C-NAMPAM-3-06, the BNSF 9378, derailed but stayed upright. The initial derailment occurred 40 feet south of the dragging equipment detector located at milepost 378.075. This has the derailed locomotive on the ground on concrete ties until the train was stopped by another detector, coming to a stop at Mile Post 383.5. This has the derailed locomotive traveling approximately 5.4 miles. It was dragged through the north siding switch at Imboden, Arkansas where it is believed all six axles may have derailed. The C-NAMPAM-3-06 sideswiped the front two locomotives of the E-MHSNAM-2-07, the BNSF 5817 and the BNSF 8903, which were stopped with no crew on board in the siding at Imboden, AR. The measurements of the track centers at this location were 15 feet center to center. The southbound derailed locomotive struck the E-MHSNAM-2-07 again as it went into a right hand curve, sideswiping lines 1-11, including the engines, derailing lines 12 thru 18, and sideswiping lines 19 thru 47. The E-MHSNAM-2-07 consisted of 120 empty coal cars, was not crewed and was to travel northward. It consisted of 2 locomotives on the head end and one distributive power locomotive on the rear end. The C-NAMPAM-3-06 was stopped just south of the north Sloan Switch by another dragging equipment detector, located at milepost 383.4. Both the north and south power switches at Imboden were straight railed toward the siding to get traffic moving by approximately 4:30 a.m. CDT on 10-21-2007. The track was opened at 7:30 p.m. CDT on 10/23/2007. The derailed cars of the E-MHSNAM-2-07 received damages of $167,100 dollars and the two locomotives, the BNSF 5817 and the BNSF 8903, received $11,305.00 worth of damage. Approximately 80 track panels and three switches were used along with an unknown number of concrete ties to repair the main line. There was no track damage to the siding. Early estimates of damages are approximately 1.2 million dollars. There were no injuries to railroad personnel, citizens, and no hazmat release. This is not an Amtrak route. At the time of the derailment the weather was daylight, clear and dry with a temperature of 60 degrees. The derailment was caused by a broken rail (Detail fracture from shelling or head check). KW - Arkansas KW - BNSF Railway KW - Broken rails KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02003#p1_z5_gD_lAC_kHQ-2007-63 UR - https://trid.trb.org/view/896130 ER - TY - RPRT AN - 01135783 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-68, CSX Transportation (CSX), Richmond, Virginia November 1, 2007 PY - 2007 SP - 8p AB - On November 1, 2007 at 6:45 AM in Henrico County, VA, approximately 1/2 mile southwest of the Richmond, VA city line an eastbound CSX freight train (T716-28) had 19 cars, out of a 100 car train, loaded with coal derail account a broken axle. There were no hazardous materials, no fire and no evacuations. The derailment occurred on the Huntington East Division, Rivanna Subdivision at CSX Milepost CAB 7.7 with the train stopping at CSX Milepost CAB 8.79. There were no injuries to the train crew. Total estimated monetary damages: Track: $55,000, Equipment: $340,888. At the time of the incident it was dawn and clear with no discernible wind. The temperature was 50 degrees. The probable cause of the accident was a broken axle on hopper car CSXT 390996. KW - Air brakes KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Richmond (Virginia) KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02008#p1_z5_gD_kHQ-2007-68 UR - https://trid.trb.org/view/896132 ER - TY - RPRT AN - 01135782 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-46, CSX Transportation (CSX), Watertown, New York, July 23, 2007 PY - 2007 SP - 8p AB - On Monday, July 23, 2007, at approximately 8:55 a.m, two 90' DODX flat cars, loaded with containers (COFC) ran away from the US Army facility at Fort Drum and impacted with CSX Maintenance of Way (MOW) equipment in Watertown, NY. The impact resulted in derailing the two flat cars, and damaging four of the19 mechanized pieces of equipment being used by CSX Rail Gang C-6. The impact rupurted the diesel fuel tank on Spike Puller, SP 200706, which ignited and had to be extinguished by the Watertown Fire Department. The New York State Police evacuated a one-half mile area around the scene, including a section of Interstate 81, for a period of two hours. The evacuation was a result of the fire caused by the impact and also because some of the containers loaded on the flat cars were placarded, indicating they contained hazardous materials. The Rail Gang was alerted to the runaway cars just minutes before the impact. There were no injuries due to the impact, however, one CSX employee sprained his ankle and broke a bone in his foot while running from the site prior to the impact. The fire was extinguished and the containers were found to contain only small amounts of hazardous material resulting in the NYS Police to end the evacuation. The cars were re-railed and the track was restored to service by 11:40 p.m. on July 23, 2007. The weather conditions at the time of the collision were daylight, clear and the temperature was 72F. The railroad timetable direction of travel was south and the geographic direction of travel was south-west, all directions referenced in the report are timetable directions. The rail at this location is Class 2, and there is in succession, a 2-degree 30-minute, left curves followed by a tangent of 200 feet to the point of the impact and tangent 1,500 feet beyond. There is a 0.4-percent descending grade to the south at this location. FRA concluded with reasonable certainty that the runaway cars and following impact were caused by two flat cars that had been loaded on the Fort Drum Jersey (Interchange) track without being secured with handbrakes or wheel chocks. The initial movement of the cars was most likely the result of undesired movement created while loading containers onto the flat cars while located on a 0.3-percent descending grade. The material handlers stated they did not apply wheel chocks or handbrakes on either car as they had not received instructions, written or verbal on how to secure rail equipment and didn't believe it was their job to secure rail equipment. KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Maintenance of way KW - New York (State) KW - Railroad crashes KW - Railroad flatcar KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01986#p1_z5_gD_kHQ-2007-46 UR - https://trid.trb.org/view/896112 ER - TY - RPRT AN - 01135781 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-56, Norfolk Southern/Alabama and Gulf Coast Rwy LLC (NS/AGR), Boligee, Alabama, October 1, 2007 PY - 2007 SP - 9p AB - On October 1, 2007, at 11:20 p.m. CDT, northbound Norfolk Southern (NS) Train 198A701 consisting of two locomotives, NS 6654 and NS 6560, and 47 cars struck the side of standing Alabama Gulf Coast (AGR) Train 211 North consisting of two locomotives, CEFX 3917 and IORY 5003, and 75 cars. The accident occurred on the AGR interlocking at Boligee, Alabama (AL), NS milepost (MP) 242.5 on the NS AGS South Subdivision of the Alabama Division. The collision resulted in the derailment of five freight cars in AGR Train 211 North. No freight cars or locomotives on NS Train 198A701 were derailed. There were no injuries sustained by the NS or AGR train crew members. Three of the five derailed freight cars contained residue hazardous materials, but there was no release of product and no evacuation of local residents. However, the fuel tank on lead locomotive NS 6654 was ruptured and spilled about 2,000 gallons of no. 2 diesel fuel. Damages are estimated at $108,500 for equipment and $450,200 for track and signal. The weather at the time of the accident was clear and dark with a temperature of 60F. The probable cause of the accident was the failure of the NS train crew to comply with a stop signal indication at the AGR Interlocking signal. u0908 KW - Alabama KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Train crews KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01996#p1_z5_gD_kHQ-2007-56 UR - https://trid.trb.org/view/896125 ER - TY - RPRT AN - 01135779 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-40, Union Pacific (UP), Tama, Iowa, June 26, 2007 PY - 2007 SP - 9p AB - On June 26, 2007, at 3 p.m. C.D.T., an eastbound Union Pacific Railroad Company (UP) loaded coal train, identified as Train Symbol 2CATKI-24, here and after noted as Train No. 1, operating at a recorded speed of 26 mph derailed 41 cars of its 138-car train (cars 67 through 108 from the head-end). The derailment occurred in Tama County, approximately 1 3/4 miles west of Tama, Iowa. It occurred on the UPs Council Bluffs Service Unit, Clinton Subdivision at milepost (MP) 134.75, Main Track No 1. The derailed equipment of Train No. 1 struck an adjacent, passing, westbound, intermodal train, identified as Train Symbol KG2TS-25, here and after noted as Train No. 2, operating at a recorded speed of 21 mph on Main Track No. 2. This collision did not result in any derailed equipment of Train No. 2 and its 3-man crew was uninjured. The fuel tanks on the locomotives of Train No. 2 were not compromised and no diesel fuel was released. The estimated damage cost for track is $120,670 and $792.529 for equipment. The train crews of both trains were drug/alcohol tested. At the time of the accident it was daylight and clear. The temperature was 89 degrees Fahrenheit. The probable cause of the derailment was an alignment irregularity in the track, Cause Code T108. The area had a long history of alignment and surface problems. Resent heavy rains and subgrade saturation added to the instability of this area. A probable contributing factor was speed and train handling, Cause Code H699. The train passed over the point of derailment 6 mph faster then the posted speed. Shortly after the lead locomotives passed over the point of derailment, a request for dynamic braking was made. This excessive speed and train handling placed greater dynamic forces on an already unstable track structure. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Iowa KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - Train speed KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/896107 ER - TY - RPRT AN - 01135778 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-53, Iowa Chicago and Eastern Railroad Company, Manona, Iowa, September 26, 2007 PY - 2007 SP - 8p AB - On September 25, 2007, at 7:15 p.m., CDT, an eastbound Iowa Chicago & Eastern (ICE) manifest freight train, Train Symbol MMCMQ-25, operating at a recorded speed of 20 mph, derailed 27 cars, the 27th through 53rd from the head-end. The derailment occurred on the ICE Rail System, Mason City Subdivision at milepost (MP) 10.7, which is 3.6 miles east of Monona, Iowa, in Clayton County. Train Symbol MMCMQ-25 consisted of 4 locomotives, all on the head-end, 108 cars (72 loads and 36 empties), was 6,532 feet in length, and 10,514 tons. The train was being operating by a two person crew (engineer and conductor). There were no injuries as a result of this derailment and no hazardous materials were involved. Cost estimates are: track $771,633, equipment $627,131. FRA mandatory required post accident drug/alcohol testing was not performed though the damage estimates far exceed the $1 million threshold. The weather at the time of the derailment was cloudy and 57F. The probable cause of the derailment was restricted snubbing on Car No. ICE 50015, which created insufficient damping, allowing load springs to be driven solid creating a condition favorable to harmonic rocking and/or poor curving. This harmonic rocking caused the B-end, L3 wheel to climb the high rail of a curve. A probable contributing factor was insufficient side bearing clearance which also created a condition favorable to harmonic rocking and/or poor curving. KW - Automatic train control KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Iowa KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Rocking KW - U.S. Federal Railroad Administration KW - Weather conditions UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/896122 ER - TY - RPRT AN - 01135777 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-54, Norfolk Southern (NS), Columbus, Ohio, September 26, 2007 PY - 2007 SP - 11p AB - On September 26, 2007, 4:30 p.m., a side collision occurred on the Norfolk Southern Railway Co. (NS), Lake Division, Dayton District, Mile Post QZ002.00, located in Buckeye Yard, Columbus, OH. At the time of the collision, the weather was cloudy; the temperature was 40 degrees Fahrenheit. The collision occurred in east drill track when the northbound movement of train LY35 consisting of one remote control locomotive (RCL) and 29 cars of mixed freight struck the southbound movement of train LY34, consisting of one remote control locomotive and 73 cars of mixed freight. The side collision resulted in one RCL and one empty gondola derailing in train LY35 and three covered hoppers containing corn meal derailing in train LY34. No injuries were reported and there were no hazardous materials involved. Damages were estimated at $20,300 to the locomotive, $54,000 to the four freight cars and $51,000 to track and signals. Probable cause: The collision was caused by the yardmaster improperly lining the remotely controlled no. 8 crossover switch into the movement of train LY34. Timetable directions are used throughout this report unless otherwise noted. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Ohio KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01994#p1_z5_gD_lAC_kHQ-2007-54 UR - https://trid.trb.org/view/896123 ER - TY - RPRT AN - 01135776 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-38, CSX Transportation (CSX), Buchanan, Virginia, June 21, 2007 PY - 2007 SP - 7p AB - Eastbound CSX Freight Train No. T71418 derailed on June 21, 2007, at 6:25 a.m. The accident occurred near Eagle Rock, Virginia, at CSX Milepost CAB 205.2, on the James River Subdivision, Huntington Division East. The accident occurred about six miles from the city of Eagle Rock, Virginia. The train derailed 25 loaded coal cars. There were no casualties and no hazardous materials were involved. No one was evacuated. Estimated damages to the equipment, track and signals, were $561,484 and $175,000 respectively. The weather at dawn was clear and the temperature was 62F. The probable cause of the accident was a broken rim on the L2 wheel on CSXT 390014. KW - Broken rails KW - Coal KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Virginia KW - Weather conditions KW - Wheel rims UR - https://www.fra.dot.gov/eLib/details/L01978#p1_z5_gD_lAC_kHQ-2007-38 UR - https://trid.trb.org/view/896103 ER - TY - RPRT AN - 01135775 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-71, CSX Transportation (CSX), Washington, DC., November 9, 2007 PY - 2007 SP - 8p AB - On Friday, November 9, 2007 at 2:45 PM EST, while securing the consist of northbound coal train V61505, engine CSX 4716 - CSXT 4744 at Benning Yard at Washington, D.C., a Utility Employee failed to apply sufficient hand brakes before coupling the cars to yard air, resulting in all 89 loaded coal cars rolling out of the yard. The cars rolled southbound onto main track 3 on the Anacostia River bridge, which collapsed, derailing 8 cars, five of which fell into the river. There were no injuries and no hazardous materials release reported. Weather was daylight, cloudy, 46 degrees. The cause of the accident was H018 failure to properly secure hand brakes on cars, violation of CFR 232.103.n.ii and CSX Operating Rules 103-D (applying sufficient handbrakes) and 103-C testing handbrakes before leaving equipment unattended. Contributing cause was H008 improper operation of train line air air connections. KW - Collapse KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Washington (District of Columbia) KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02011#p1_z5_gD_kHQ-2007-71 UR - https://trid.trb.org/view/896133 ER - TY - RPRT AN - 01135754 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-35, Union Pacific (UP), Groesbeck, Texas, June 10, 2007 PY - 2007 SP - 7p AB - On June 10, 2007, at 4:14 a.m. (CST), a southbound Union Pacific freight train, MFWMX 09, derailed at UP Milepost 174.65 on the Ennis Subdivision of the Fort Worth Service Unit. This is a rural area located 5.1 miles north of Groesbeck, TX. Thirty-two cars of the 105 car train derailed, no hazardous cars were involved, nor were there any injuries. The twenty-ninth thru the sixtieth cars behind the three locomotives derailed, all were empty. At the time of the accident it was dark and clear. The temperature was 71 degrees F. The cost of the derailment is listed at $931,126 ($796,783 to equipment, $134,343 to track) The cause of the derailment was due to buffing or slack action excessive, train make-up, FRA cause code H504. KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad transportation KW - Texas KW - Train makeup KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01975#p1_z5_gD_kHQ-2007-35 UR - https://trid.trb.org/view/895994 ER - TY - RPRT AN - 01135753 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-31, CSX Transportation (CSX), Belvedere, New Jersey, May 24, 2007 PY - 2007 SP - 7p AB - A westbound CSX freight train, Q217, collided with a standing CSX freight train, Q373, at Belvedere, Maryland on May 24, 2007 at 2:30 AM EST. The accident occurred near Belvedere (Perryville), Maryland at CSX milepost BAK 52.9 on the Philadelphia Subdivision. There were no injuries. The lead locomotive of the westbound train, Q217, sustained minor damage of about $500 damage. The rear car of train Q373 sustained damage of about $24863. Neither one derailed. However, there were 3 cars derailed in the 95th, 96th and 99th position of the standing Q373 train with estimated damages of $51,689. At the time of the accident, it was dark with clear weather. The temperature was about 57 degrees F. The accident was caused by the crew of train Q217 improperly responding to the automatic signals. A contributing cause was failure of the crew to comply with restricted speed in connection with the restrictive indication of a block or interlocking signal. u0908 KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - New Jersey KW - Railroad crashes KW - Railroad transportation KW - Train crews KW - Train speed KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01971#p1_z5_gD_lAC_kHQ-2007-31 UR - https://trid.trb.org/view/895992 ER - TY - RPRT AN - 01135752 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-28, Southeastern Pennsylvania Transportation Authority (SEPA), Philadelphia, Pennsylvania, May 14, 2007 PY - 2007 SP - 8p AB - A northbound Southeast Pennsylvania Transportation Authority, (SEPA), passenger train had a rear end collision with another northbound SEPA train on May 14, 2007 at 4:52 p.m. EST. Neither train derailed. The accident occurred in the Center City Commuter Tunnel, (CCCT), in Philadelphia at Vine Interlocking milepost 0.6. There was minor equipment damage and no track or signal damage reported. There were 37 minor injuries, including 4 railroad employees and 33 passengers, reported to the Federal Railroad Administration, (FRA). At the time of the accident in was daylight and clear with a temperature of 68DG F. The accident was caused by failure of the locomotive engineer to comply with restricted speed rules. Failure of the crew to comply with an Automatic Block Signal or Interlocking Signal displaying other than a stop indication. A contributing cause was failure of the crew to comply with restricted speed in connection with the restrictive indication of a bolck or interlocking signal. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Passenger trains KW - Passenger transportation KW - Pennsylvania KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - Southeastern Pennsylvania Transportation Authority KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01968#p1_z5_gD_lAC_y2007_m5 UR - https://trid.trb.org/view/895988 ER - TY - RPRT AN - 01135751 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-20, Burlington Northern Santa Fe (BNSF), Henry, Nebraska, April 14 PY - 2007 SP - 8p AB - An eastbound BNSF Railway Company (BNSF) loaded coal train derailed 27 cars on April 14, 2007, at 4:20 p.m. (m.d.t.). The accident occurred one mile east of Henry, Nebraska, at milepost (MP) 52.7, on the BNSF Powder River Division, Valley Subdivision. There were no injuries or hazardous material spills as a result of the derailment. Total damages reported for the derailment totaled $1,470,425. At the time of the accident, it was light and clear with a temperature of 66 degrees Fahrenheit. The probable cause of the derailment is being ruled as M507 Investigation complete, cause could not be determined. A contributing factor is T001, 'Roadbed settled or soft'. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Ground settlement KW - Nebraska KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01960#p1_z5_gD_lAC_kHQ-2007-20 UR - https://trid.trb.org/view/895983 ER - TY - RPRT AN - 01135750 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-21, Amtrak/Canadian National Illinois Central (ATK/CNIC), Sledge, Mississippi, April 23, 2007 PY - 2007 SP - 8p AB - Abstract On April 23, 2007, at 7:50 a.m. Central Standard Time (CST), a southbound Amtrak (ATK) Passenger Train 59 collided with a pickup truck pulling a fuel trailer at a private farm crossing. The accident occurred near Sledge, Mississippi (MS) on the Canadian National (CN) main line at milepost (MP) 55.4 on the Central Division, Yazoo Subdivision. This private road crossing is protected by crossbucks and the Department of Transportation (DOT) No. is 300586M. The pickup truck towing a trailer was traveling west on a private road and the driver was the only occupant of the vehicle. The trailer contained a plastic tank loaded with 1,000 gallons of diesel fuel. ATK Train 59 consisted of one locomotive and six passenger cars. It was traveling southbound at 81 miles per hour (mph) when the locomotive struck the center of the trailer, immediately igniting the diesel fuel. The driver of the pickup truck was taken to Quitman County Hospital where he was examined and released. The Lambert Fire Department extinguished the fire and their hazardous material personnel treated the accident scene. When ATK Train 59 was released, it continued south to Lambert, MS where passengers were offloaded onto charter buses. There were three crew members, six on board service employees, and 69 passengers on the train, and there were no injuries to the train crew or passengers. There was $85,000 of damage to railroad equipment, but no damage to the track structure. There were no evacuations as a result of the grade crossing accident. At the time of the accident, it was daylight and clear with a temperature of 70 degrees. The probable cause of this accident was the failure of the motor vehicle driver to yield to the train at the road crossing. KW - Amtrak KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Crossbucks (Railroad crossing) KW - Derailments KW - Fires KW - Mississippi KW - Railroad crashes KW - Railroad grade crossings KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01961#p1_z5_gD_lAC_kHQ-2007-21 UR - https://trid.trb.org/view/895987 ER - TY - RPRT AN - 01135749 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-19, Union Pacific (UP), Broadwater, Nebraska, April 8, 2007 PY - 2007 SP - 7p AB - An eastbound Union Pacific Railroad Company (UP) loaded coal train, Train Symbol CNAAE 07, derailed on Sunday, April 8, 2007, at 8:45 a.m., m.d.t. The derailment occurred 4.6 miles west of the town of Broadwater, Nebraska, at UP Milepost (MP) 105.2, on Main Track No. 2 of the North Platte Service Unit, South Morrill Subdivision, in Morrill County. The crew reported an undesired emergency brake application while traveling at a recorded speed of 40 miles per hour. The crew inspected their train and found 29 cars, the 85th through the 113th cars of the train consist, derailed. No injuries were reported. No hazardous materials were involved. Damage estimates to equipment total $1,691,634. Damage estimates to track total $65,608. Damage estimates to signal equipment total $10,000. At the time of the derailment, the conditions were daylight and cloudy with a temperature of 24 degrees Fahrenheit and wind SSE at 16 mph. The cause of the derailment was determined to be a bolt hole fatigue crack which allowed the rail to open and caused the train to derail. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Nebraska KW - Railroad commuter service KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01959#p1_z5_gD_kHQ-2007-19 UR - https://trid.trb.org/view/895982 ER - TY - RPRT AN - 01135748 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-29, Union Pacific (UP), Nisqually, Washington, May 16, 2007 PY - 2007 SP - 10p AB - On May 16, 2007, at 3:08 a.m. (PDT), a Union Pacific Railroad Company (UP) freight train ISEG3-15 (southbound) collided with a UP freight train IBASE-15 (northbound). The collision was a raking type collision which occurred as the northbound train was operating through a crossover from Main Track No. 1 to Main Track No. 2. The lead locomotive of the southbound train, collided into the side of the 87th multi-unit intermodal car near the rear of the northbound train. Both trains were operating on BNSF Railway Company (BNSF) owned and operated trackage. As a result of the collision, four locomotives and two multi-unit intermodal cars of the southbound train derailed. The two leading locomotives went over an embankment and stopped at the edge of a nearby county road in upright positions. The two trailing locomotives derailed but remained on the railroad right-of-way in upright positions. Two multi-unit intermodal cars of the northbound train and two multi-unit intermodal cars of the southbound train derailed. The accident occurred on the BNSF Northwest Division, Seattle Subdivision, Nisqually station, milepost 24.5. Nisqually is located about four miles southwest of Du Pont, Washington, and about 50 miles south of Seattle. There was no hazardous material release and there were no injuries or fatalities. Damages are reported to be $2,312,626. At the time of the collision, it was dark, clear, and the temperature was 45 degrees F. The probable cause was failure to comply with automatic block or interlocking signal displaying a stop indication (H221). A contributing factor was the failure to comply with restricted speed in connection with the restrictive indication of a block or interlocking signal (H605). Another contributing factor cause was reduced human performance of the southbound train crew due to fatigue. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad transportation KW - Right of way (Traffic) KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Washington (State) KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01969#p1_z5_gD_lAC_kHQ-2007-29 UR - https://trid.trb.org/view/895989 ER - TY - RPRT AN - 01135747 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-37, Union Pacific (UP), Baytown, Texas, June 14, 2007 PY - 2007 SP - 7p AB - A northbound (Timetable - East bound) Union Pacific train was struck by an automobile at a rail highway grade crossing on June 14, 2007, at approximately 4:00 AM. The accident occurred near Baytown, TX at a grade crossing identified as Archer road with a DOT crossing inventory number of 762818A. Four passengers in the motor vehicle were killed in the collision. The vehicle driver and another passenger were injured. The vehicle was completely destroyed. There were no injuries to the train crew. The crew of the struck train was unaware of the collision and the train crew of a second train reported seeing a vehicle in the ditch as they passed the collision location. At the time of the accident it was dark and cloudy. The temperature was 75F. The accident was caused by failure of the motor vehicle driver to stop prior to striking the standing train. KW - Collisions of trains and vehicles KW - Crash injuries KW - Crash investigation KW - Fatalities KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - Texas KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01977#p1_z5_gD_kHQ-2007-37 UR - https://trid.trb.org/view/895995 ER - TY - RPRT AN - 01135746 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-32, CSX Transportation (CSX), Castleberry, Alabama, May 31, 2007 PY - 2007 SP - 15p AB - On May 29, 2007, at 12:43 p.m. Eastern Standard Time (EST) a CSX Transportation (CSX) northbound freight Train Q57229 derailed 26 cars. The main derailment occurred at milepost (MP) 578.9 on the M&M Subdivision of the Atlanta Division near Castleberry, Alabama (AL). Involved in the derailment were eight loaded tank cars with hazardous material of Phenol and Acetone. During the derailment, three of the tank cars were damaged resulting in a release of their product. The hazardous material release caused an evacuation of 75 residents from Castleberry and 380 persons in surrounding businesses. The initial point of derailment occurred at MP 579.3 with wheel marks on the crossties. These wheel marks continued to MP 578.9 where the main derailment occurred. After the uninitiated emergency application of the trains air brakes, the first derailed car (NYC 587901) separated from the trailing derailed cars and remained coupled to the head eight cars and locomotives coming to rest at MP 578.1. There were no casualties or injuries of railroad personnel as a result of the derailment. An unauthorized Alabama Highway Department employee who entered the restricted area was sprayed with Phenol and during the re-railing operations an environmental recovery employee was sprayed with Phenol. They were taken to a local hospital for chemical burns and released. The estimated damage for the track is $65,000 and the equipment is $803,699. At the time of the derailment, it was daylight, clear, and 80F. The probable cause of the derailment was the car body center plate disengaged from the truck bolster on the 9th car, NYC 587901. This resulted in the car being off-center with the car body riding on the truck bolster causing uneven weight distribution to the wheels which caused wheel lift. A contributing factor may have been the possibility of the absence of the center pin, which would have helped in keeping the car body center plate in its proper position. KW - Air brakes KW - Alabama KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01972#p1_z5_gD_lAC_kHQ-2007-32 UR - https://trid.trb.org/view/895993 ER - TY - RPRT AN - 01135713 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-14, Missouri and Northern Arkansas RR Co. Inc. (MNA), Bergman, Arkansas, April 6, 2007 PY - 2007 SP - 10p AB - A northbound MNA freight train collided with a standing southbound MNA freight train at the north switch of Bergman siding on April 6, 2007 at 4:02 a.m. The accident occurred at Bergman, AR at MNA Milepost 416.85 on the MNA Aurora subdivision. Two locomotives of the northbound train were derailed and four cars of the standing train were derailed. Total estimated monetary damages were $657,828. There were no injuries. At the time of the accident it was clear, with a temperature of 35F. Both locomotives of the striking train derailed but remained upright. There were no cars derailed or damaged in the striking train. Four cars of the struck train derailed with three of those cars overturning. There was no hazardous material involvement. The collision was wholly human factor caused. The primary cause of the accident was H404 - Train order, track warrant, track bulletin, or timetable authority, failure to comply; by the crew of the striking train CNWNA02. The striking train exceeded the limits of Track Warrant Control Authority by failing to comply with Track Warrant instructions - 'not in effect until after arrival of'. The striking train failed to ascertain that the struck train was clear of the main track prior to moving into the limits of a warrant conveying authority after arrival of the struck train. A contributing cause of the accident was H401 Failure to stop train in clear; by the crew of the struck train CONL05. This crew violated GCOR rule 6.28.2 Stopping Clear in Siding - When possible, a train entering a siding must not stop until the entire train is clear of the main track. This train arrived 1 hour and 58 minutes prior to the accident and could have cleared the main track prior to the arrival of the striking train. KW - Arkansas KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes UR - https://www.fra.dot.gov/eLib/details/L01954#p1_z5_gD_lAC_kHQ-2007-14 UR - https://trid.trb.org/view/895975 ER - TY - RPRT AN - 01135711 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-17, Burlington Northern Santa Fe (BNSF), Degraw, Nebraska, April 8, 2007 PY - 2007 SP - 8p AB - An eastbound BNSF Railway Company (BNSF) loaded coal train derailed on April 8, 2007, at 07:30 a.m., m.d.t. The derailment occurred near Northport, Nebraska, at milepost (MP) 6.0, on the Valley Subdivision, of the Powder River Division. Train Symbol CATMCSS022A consisted of three lead locomotives pulling 118 cars. A total of 20 cars, line numbers 37 through 56, derailed. No injuries or hazardous materials were involved. The BNSF train crew was taken for an FRA Post Accident D and A test. The derailment happened on main Track No. 1, damaging the bridge of both main Track No. 1 and main Track No. 2. The train was traveling through a temporary 25 mph speed restriction. Cost estimates incurred to the equipment, track and structures total $1,270,300. At the time of the accident, it was daylight with cloudy skies and an estimated temperature of 24 degrees Fahrenheit. The probable cause is roadbed settled or soft, with a contributing factor of a broken field weld. KW - BNSF Railway KW - Broken rails KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Nebraska KW - Railroad crashes KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01957#p1_z5_gD_lAC_kHQ-2007-17 UR - https://trid.trb.org/view/895979 ER - TY - RPRT AN - 01135708 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-08, Norfolk Southern (NS), Centralia, Illinois, February 17, 2007 PY - 2007 SP - 8p AB - On February 18, 2007, at approximately 9:50 a.m. CST, westbound Norfolk Southern Railway Company (NS) Train Symbol 168D817 struck a southbound highway motor vehicle at the Old Centralia Lane highway-rail grade crossing located on the NS Illinois Division, West District at milepost (MP) 73.4W near Walnut Hill, in Jefferson County, Illinois. The driver of the automobile and two other occupants were fatally injured due to the collision. The automobile, a 1995 Lincoln Continental, was struck near the center of the drivers side and destroyed, with an estimated damage of $3,000. There were no injuries to the crew. The leading locomotive sustained no damage, and there was no derailment. At the time of the accident, it was daylight, clear, and the temperature was approximately 28F. The accident was caused by the failure of the motor vehicle driver to yield to the train. KW - Crash injuries KW - Crash investigation KW - Fatalities KW - Freight trains KW - Freight transportation KW - Illinois KW - Norfolk Southern Railway Company KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/895969 ER - TY - RPRT AN - 01135707 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-10, Union Pacific (UP), Chandler, Texas, March 4, 2007 PY - 2007 SP - 7p AB - On March 4, 2007 at 3:57 pm, a Westbound Union Pacific Freight Train traveling at a recorded speed of 48 mph derailed twenty eight (28) rail cars. Eight (8) rail cars remained upright, five (5) rail cars landed on their side, and fifteen (15) rail cars piled up. The accident occurred near Chandler, TX at mile post 555.95 on the UPs Southern Region, Fort Worth Service Unit, Corsicana Subdivision. Four (4) of the derailed cars contained hazardous materials. Three (3) were residue cars, one (1) was loaded with Ammonium Nitrate. There was no release of product from any of the derailed cars containing hazardous materials. There was an initial evacuation ordered by the Chandler Fire Department of an unknown number of people. However, the evacuation was cancelled before anyone was evacuated. There was a fire caused by the derailment which ignited the spillage of 23,000 gallons of lube oil which was allowed to burn to prevent most of it from entering into a nearby waterway. AMTRAK does not operate on this subdivision. There were no casualties to railroad employees or the public. Total damages were $1,228,422 ($659,095 equipment) and ($569,327 track). At the time of the accident it was daylight and cloudy. The temperature was 55F. The cause of the accident was E48C (Broken, Missing or otherwise Defective Springs) on Covered Hopper ACFX 44069. u0908 KW - Broken rails KW - Crash injuries KW - Crash investigation KW - Derailments KW - Fires KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad transportation KW - Texas KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01950#p1_z5_gD_kHQ-2007-10 UR - https://trid.trb.org/view/895971 ER - TY - RPRT AN - 01135706 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-07, Norfolk Southern (NS), Plainfield, New Jersey, February 15, 2007 PY - 2007 SP - 8p AB - An eastbound NS freight train was diverted from the main track by a switch improperly lined, on February 14, 2007, at 6:40 p.m. The train entered an industrial track, struck a brush cutter and proceeded into the industrial building. The accident occurred on a private industrial lead known as the Whittaker Lead in South Plainfield, New Jersey, adjacent to Milepost 6.92, Conrail Shared Assets (CRSH) Port Reading Secondary mainline. There were no injuries to the train crew. The leading locomotive sustained estimated damage of $24,000. The trailing locomotive sustained estimated damage of $ 4,000 and the brush cutter was totaled (due to its age) at $3,000. Damage to the building was estimated at $250,000. Both locomotives and one end of a trailing car derailed when they ran out of running rail within the building. At the time of the accident it was dark and clear. The temperature was 19 degrees F. The accident was caused by a track foreman who failed to comply with CRSH Timetable Special Instruction 405-1 procedure and the Federal Railroad Administration Emergency Order No. 24 (Docket No. FRA-2005-22796, Notice No. 1). KW - Automatic train control KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - New Jersey KW - Norfolk Southern Railway Company KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01947#p1_z5_gD_lAC_kHQ-2007-07 UR - https://trid.trb.org/view/895968 ER - TY - RPRT AN - 01135703 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-16, Union Pacific (UP), Independence, Missouri, April 7, 2007 PY - 2007 SP - 7p AB - On April 7, 2007, at 2:15 p.m., Union Pacific Railroad Company (UP) westbound freight Train Symbol IDULA-07, proceeding at 20 mph, struck the rear unattended distributive power (DPU) locomotive of stopped westbound UP empty unit coal Train Symbol CWLSB9 06. The Train Symbol CWLSB9 06 2-man crew was located in the lead locomotive. The accident occurred at milepost 269.1, near Independence, Missouri, on the UP Kansas City Service Unit, Sedalia Subdivision. There were no injuries to any crew members. There were five platforms derailed on the fifth and sixth cars of Train Symbol IDULA 07. There was one empty coal car derailed,126 cars from the head end, on stopped Train Symbol CWLSB9 06. Total reportable damages for this accident were $117,129. The cause of the accident was H221 - Automatic block or interlocking signal displaying a stop indication, failure to comply. The inattentiveness on the part of the crew of Train Symbol IDULA-07 resulted in passing a signal displaying stop indication. The weather was clear, it was daylight, and the temperature was 50 degrees Fahrenheit. u0908 KW - Crash injuries KW - Crash investigation KW - Freight trains KW - Freight transportation KW - Missouri KW - Railroad commuter service KW - Railroad crashes KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01956#p1_z5_gD_kHQ-2007-16 UR - https://trid.trb.org/view/895977 ER - TY - RPRT AN - 01135702 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-09, Norfolk Southern (NS), Goshen, Indiana, February 21, 2007 PY - 2007 SP - 8p AB - On February 21, 2007, at 12:35 p.m. e.s.t., a Norfolk Southern Railroad (NS) eastbound freight train collided with the side of a westbound NS freight train. The accident occurred in Goshen, Indiana, at NS Milepost 412, on the Chicago Line of the NS Dearborn Subdivision The conductor of the eastbound train, NS 38EB-221, suffered minor injuries. The two locomotives on NS 38EB-221 derailed along with the four head cars in the train and the total damage was estimated at $360,000. There were no injuries to the crew of the westbound train, NS 681BO-21, two cars were side swiped and twelve cars derailed and the total damage was estimated at $469,000. Neither train was transporting hazardous material, and there was no evacuation. There was also $100,000 in track, signal, way & structure damage. At the time of the accident it was daylight and cloudy, with a southwest wind of 5 mph. The temperature was 40F. The accident occurred because the locomotive engineer and the conductor failed to comply with rules and regulations regarding a stop signal indication when they allowed their train, NS 38EB-221, to pass an absolute signal displaying a stop indication at NS Milepost 412 on Main Track No. 2 without authority. Failure to comply with automatic block or interlocking signal displaying stop. Contributing was failure of the crew to comply with restricted speed in connection with the restrictive indication of a block or interlocking signal. KW - Automatic train control KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Indiana KW - Norfolk Southern Railway Company KW - Railroad crashes KW - Railroad transportation KW - Train crews KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01949#p1_z5_gD_lAC_kHQ-2007-09 UR - https://trid.trb.org/view/895970 ER - TY - RPRT AN - 01135701 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-13, CSX Transportation (CSX), Oneida, New York, March 12, 2007 PY - 2007 SP - 8p AB - On Monday, March 12, 2007, at 7 a.m., CSX Transportation mixed freight train Q 310-10, consisting of 3 locomotives and 78 cars (77 loads and 1 empty), operating eastbound on main track 2 at milepost QC 266 on the Albany Division Mohawk Subdivision in Oneida, New York, Madison County, at a recorded speed of 47 mph, derailed 29 cars (the 25th thru 53rd head end). The method of operation is by signal indications of a Traffic Control System (tracks signaled in both directions). 22 of the derailed cars contained hazardous material as follows; 19 Liquified Propane Gas, 1 Ferric Chloride, 1 Butane, and 1 Toluene. It was estimated that within 2 minutes from the initial derailment that 4 of the LPG cars were breached, vented, and eventually exploded. The Oneida Fire Chief initially ordered a one mile evacuation around the area which involved 200 residents and was later reduced in the afternoon to a half mile and involved approximately 17 residents which remained evacuated until 1 p.m. on Thursday, March 15, 2007. The New York State Thruway was closed between exits 33 and 34A and all local roads around the derailment scene. Amtrak service was suspended and passengers were initially bussed between Syracuse and Rensselaer, NY. The weather at the time of the accident was 37F, under clear skies with a northwest wind of 5 mph. Damage was estimated at $2,071,596 and there were no injuries to the crew or nearby residents. The probable cause was a broken rail (Transverse Defect) which was located in the south rail left-hand stock rail in the 20 crossover switch (1B) on track two, a trailing point move for the eastbound train. KW - Automatic train control KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - New York (State) KW - Railroad commuter service KW - Railroad transportation KW - Train consist UR - https://www.fra.dot.gov/eLib/details/L01953#p1_z5_gD_kHQ-2007-13 UR - https://trid.trb.org/view/895974 ER - TY - RPRT AN - 01135699 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-11, Canadian National/Metra (CN/NIRC), Chicago, Illinois, March 7, 2007 PY - 2007 SP - 9p AB - On March 7, 2007, at 9:56 p.m., c.s.t., two unattended locomotives from Canadian National Railroad (CN) Train No. R95491-07 (R95491-07) collided head-on with stopped westbound Northeast Illinois Regional Commuter Rail Corporation (NIRC) Commuter Train No. SWS 839 (SWS 839), on Amtraks (ATK) Main Track No. 4. The collision occurred in Chicago, Illinois, at ATK Milepost 1.4 in the Chicago Terminal. Six passengers and two NIRC employees received minor injuries. The collision derailed the lead truck on the striking locomotive and the lead truck of the first coach in the commuter train. There was no fire and no hazardous materials involved. At the time of the accident it was cloudy and the temperature was 20 F. The lead locomotive of the CN train sustained about $20,000 damage, and both locomotives and two coaches of the NIRC commuter train sustained a total of $36,000 damage. Damage to ATKs Main Track No. 4 was about $1,000. The cause of the accident was the failure to apply hand brakes on the locomotives of R95491-07 before leaving them unattended on a .59-percent grade, which enabled them to roll, striking SWS 839. KW - Canada KW - Canadian National Railways KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Illinois KW - Locomotive operations KW - Railroad commuter service KW - Railroad crashes UR - https://trid.trb.org/view/895972 ER - TY - RPRT AN - 01135698 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-02, CSX Transportation (CSX), Calla, Kentucky, January 15, 2007 PY - 2007 SP - 8p AB - On January 15, 2007, about 11:12 a.m. eastern standard time (EST), a CSX Transportation Inc. (CSX) Road Switcher Train C70315 was switching at Patio Yard in Winchester, Kentucky (KY) at milepost (MP) 0WI 208.0 and lost control of four loaded railcars. The four railcars, one of which contained (Butyl Acetate), rolled uncontrolled southbound onto the EK Subdivision for a distance of about 22.8 miles. The four railcars reached a speed of 35 miles per hour (mph), as indicated by an equipment defect detector at MP 0WI 227.2, until impacting the locomotives of Train N25214. Train N25214 was traversing northbound toward Patio Yard on the EK Subdivision. The crew members of Train N25214 had separated the two locomotives from the rest of the freight cars, operated the locomotives a distance of 0.8 of a mile and stopped. They abandoned the locomotives three or four minutes before the runaway cars struck the equipment. The collision and resulting fire caused the total destruction of the leading tank car and the leading locomotive, which had been positioned and then abandoned by the crew of Train N25214. There was extensive damage to the second locomotive of Train N25214 and the three remaining covered hopper cars. Total equipment damage is estimated at more than $2,581,630 and $15,000 for track damage. The lead railcar derailed on impact, the loaded tank car of Butyl Acetate and the fuel tanks of the lead locomotive ruptured and ignited. This caused a significant inhalation hazard causing an evacuation for about 12 mile from the accident site. The collision affected a small industrial operation and about 20 homes, totaling 80 people. The only reported injury was a sprained ankle on the conductor of Train C70315 when he attempted to apply handbrakes on the rolling railcars at Patio Yard. The weather at the time of the accident was intermittent rain, 60F with good visibility. The cause of the accident was the failure of the conductor of Train C70315 to properly secure equipment left standing with a sufficient number of hand brakes. KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Kentucky KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions KW - Yard operations UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/895964 ER - TY - RPRT AN - 01135697 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-18, Iowa, Chicago and Eastern RR Corp. (ICE), Excelsior Spring, Missouri, April 8, 2007 PY - 2007 SP - 9p AB - On April 8, 2007, at 5:01 p.m., c.s.t., southbound Iowa Chicago and Eastern Railroad Company (ICE) Train Symbol FMCKC-07, operating on ICE Track No. 2 of the Kansas City Subdivision, collided with a northbound private automobile. The location of the accident is at the McCleary Road highway-rail grade crossing intersection, milepost (MP) 478.73, DOT No. 375434Y, in Excelsior Springs, Missouri. McCleary Road is located in the southwest corner of the corporate limits of Excelsior Springs. The conductor (Engineer No. 1) made an emergency application of the train air brakes just prior to the collision while traveling at 38 mph, timetable authorized 40 mph. There was no rail equipment derailed, no hazardous material released and no evacuation ordered. The damage to Track, Signal, Way and Structure is $2,438 with no rail equipment damage. The private automobile was destroyed as a result of the collision, with an estimated value of $3,000. The three occupants of the automobile were fatally injured as a result of the collision. At the time of the accident, it was daylight, and the weather was sunny with a temperature of 42 degrees Fahrenheit. The probable cause of this accident was the failure of the motor vehicle operator to yield at the highway-rail intersection. KW - Missouri KW - Railroad grade crossings UR - https://www.fra.dot.gov/eLib/details/L01958#p2_z5_gD_lAC_y2007_m4 UR - https://trid.trb.org/view/895980 ER - TY - RPRT AN - 01135696 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-12, Kansas City Southern Railway Co. (KCS), Hattiesburg, Mississippi, March 8, 2007 PY - 2007 SP - 7p AB - On March 8, 2007, at 8:31 a.m. Central Standard Time (CST) southbound Kansas City Southern (KCS) freight Train LGP10108 derailed at milepost (MP) 63.8 on the Southeastern Division, Gulfport Subdivision in Hattiesburg, Mississippi (MS). The train crew consisted of an engineer, conductor, and brakeman. They reported for duty on March 8, 2007, at 6 a.m. in Hattiesburg. Their train consisted of four locomotives, 54 loads, four empty cars, weighed 6,600 tons and was 3,418 ft. in length. Train LGP10108 was en route to Gulfport, MS. The speed limit for the Gulfport Subdivision is 25 miles per hour (mph), but at MP 63.8 a 10 mph speed restriction was in effect, per track bulletin No. 923. Train LGP10108 was traveling at a recorded speed of 11 mph prior to the derailment. At 8:31 a.m., the train traversed MP 63.8 and the crew felt a surge in the locomotive shortly before an unintended emergency brake application occurred. After the train stopped, the train crew noticed the fifth car behind the trailing locomotive was derailed and could see yellow smoke rising from a car further back in their train. The engineer notified the KCS train dispatcher, and KCS notified local police and emergency authorities. The first responders issued an evacuation ordered for about a mile and a half radius of the derailment site. At 10:30 a.m. the United States Environmental Services (USES) arrived on the scene and inspected the train. They found 11 cars derailed with two tank cars ruptured releasing sodium hydroxide and hydrochloric acid. There were no injuries to the KCS train crew. Two USES employees and three citizens exposed to hydrochloric acid were treated and released from the local hospital. Rail equipment damage is $163,520 and track damage is $35,874. At the time of the derailment, it was daylight and clear with a slight breeze. The temperature was 58F. The probable cause of the accident is the first broken rail from the 80% detail fracture and a contributing cause of the 20% detail fracture causing a 33 inch piece of rail to roll out of the track. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Kansas City Southern Railway KW - Mississippi KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation UR - https://www.fra.dot.gov/eLib/details/L01952#p1_z5_gD_lAC_kHQ-2007-12 UR - https://trid.trb.org/view/895973 ER - TY - RPRT AN - 01135694 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-03, CSX Transportation (CSX), Shepherdsville, Kentucky, January 16, 2007 PY - 2007 SP - 9p AB - On January 16, 2007, at 8:43 a.m. Eastern Standard Time (EST), a northbound CSX Transportation, Inc. (CSX) freight Train Q50215, consisting of four locomotives and 80 freight cars, derailed 26 cars. The accident occurred near Shepherdsville, Kentucky (KY) at CSX milepost (MP) 15.12 on the CSX Mainline Subdivision, Louisville Division. The train was traveling at a recorded speed of 47 miles per hour (mph) when the 15th through the 40th cars from the locomotives derailed while traversing a 0 degree, 49 minute curve to the right, which had a super elevation of 1 inch. Twelve of the 26 derailed cars were tank cars containing hazardous materials. Seven tank cars were punctured or breached releasing Cyclohexane, Methyl Ethyl Ketone, and Butadiene in amounts ranging from small leaks to complete loss of contents. The derailment produced a fire ball, fire, and heavy smoke. Local emergency responders established an emergency evacuation radius of one mile. An estimated 500 area residents were either evacuated or sheltered-in-place and a local elementary school with about 400 students was closed. There were 36 people and two emergency responders who reported injuries that were treated and released at local medical facilities. No railroad employee injuries were reported. Track and equipment damages are estimated at $1,059,089. At the time of the accident, it was daylight with cloudy skies and a northwest wind of 16 mph. The temperature was 28F. A contributing factor in the accident is the broken body side bearing bolt at the BL position of AN 5696. The probable cause of the accident is the failure of the B truck of the 18th car (AN 5696) in the train consist to properly slew, causing the R1 wheel to climb the high (west) rail in the curve at MP 15.12 and derail to the field side of the west rail. KW - Crash injuries KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Freight trains KW - Freight transportation KW - Kentucky KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - Train consist KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01943#p1_z5_gD_lAC_kHQ-2007-03 UR - https://trid.trb.org/view/895965 ER - TY - RPRT AN - 01135693 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-06, CSX Transportation (CSX), Thronsby, Alabama, February 8, 2007 PY - 2007 SP - 8p AB - On February 8, 2007, at 5:40 a.m. Central Standard Time (CST) a northbound CSX Transportation (CSX) freight Train Q28206 collided with a van at a highway-rail grade crossing in Thorsby, Alabama (AL). The accident occurred at CSX milepost (MP) 441.38 on the Atlanta Division, S&NA South Subdivision. This track segment runs from Birmingham, AL to Montgomery, AL. The method of operation is traffic control and the maximum authorized speed for freight trains is 50 miles per hour (mph). Train Q28206 was traveling northbound on the Atlanta division at 43 mph as it approached County Road 29 in Thorsby. The van was traveling eastward on County Road 29 and the train was operating northbound on the main track. The train impacted the van as it slowly crossed the highway rail crossing. As a result of the collision, four of the eight occupants were fatally injured. The remaining four, including the driver, sustained serious injuries. There were no injuries to the train crew. The van was totaled and the lead locomotive (CSX 7385) sustained only minor damage. No rail equipment derailed and there was no hazardous materials spilled. At the time of the accident, it was dark, cloudy with calm winds and the temperature was 37F. Probable cause: Highway user inattentiveness. KW - Alabama KW - Crash investigation KW - CSXT Transportation, Incorporated KW - Derailments KW - Fatalities KW - Freight trains KW - Freight transportation KW - Railroad crashes KW - Railroad grade crossings KW - Railroad tracks KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01946#p1_z5_gD_kHQ-2007-06 UR - https://trid.trb.org/view/895966 ER - TY - RPRT AN - 01135509 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-05, Burlington Northern Santa Fe (BNSF), Columbus, Kansas, January 30, 2007 PY - 2007 SP - 7p AB - On January 30, 2007, at about 11:20 p.m. Central Standard Time (c.s.t.), northbound Burlington Norther Santa Fe (BNSF) Railway Company Train Symbol H-TULKCK1-30A, which originated at Tulsa, Oklahoma, and terminated in Kansas City, Kansas, derailed 24 cars, lines 44 through 67 which included 4 empty hazardous materials tank cars; however, nothing was reported leaking and there were no injuries. The derailment occurred at milepost 146.6 on single main track on the Springfield Division, Afton Subdivision in the town of Columbus, Kansas. The conditions at the time were cloudy and calm with a temperature of 10 degrees Fahrenheit on tangent track with a 0.5 percent ascending grade. Equipment damages were estimated at $141,999 and track damages were estimated at $263,000 for a total of $404,999, with $48,000 (not reportable) for re-railing costs. After extensive investigations efforts by both the FRA and BNSF, no probable cause could be determined. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Hazardous materials KW - Kansas KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01945#p1_z5_gD_lAC_kHQ-2007-05 UR - https://trid.trb.org/view/892923 ER - TY - RPRT AN - 01135429 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-04, Union Pacific (UP), Gore, Oklahoma, January 17, 2007 PY - 2007 SP - 6p AB - A southbound Union Pacific Railroad (UP) freight train derailed on January 17th, 2007, at approximately 12:20 p.m. The accident occurred near Gore, Oklahoma, at UP Milepost 548.6, on the UP Wagoner Subdivision. A bridge at that location was destroyed. A total of 14 cars derailed; two remained upright, five turned over on their side, and seven fell off the bridge into Cedar Creek. There were no injuries to the train crew. There was extensive damage to track, roadbed, bridge, and equipment totaling about $1,328,000. At the time of the incident it was daylight and cloudy, the temperature was 35o F. Exposed surfaces in the area were covered with ice due to a previous storm. The accident, as stated in the UP incident report, was caused by a broken rail (detail fracture). KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Oklahoma KW - Railroad crashes KW - Union Pacific Railroad KW - Weather conditions UR - http://www.pdffiller.com/186998-hq200704-Federal-Railroad-Administration-Office-of-Safety-Headquarters--Various-forms-fra-dot UR - https://trid.trb.org/view/892921 ER - TY - RPRT AN - 01135352 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-42, Amtrak (ATK), Lakeland, Florida, July 16, 2007 PY - 2007 SP - 7p AB - On July 16, 2007, at 3:18 p.m., Eastern Daylight Time (EDT), a northbound Amtrak Train PO92-16 struck a westbound automobile at Wabash Avenue highway-rail grade crossing. The accident occurred in Lakeland, Florida (FL) at CSX milepost (MP) A 852.96 on the Jacksonville Division, Lakeland Subdivision. The method of operation in the accident area is by a Traffic Control System (TCS). The automobile driver and three passengers (one male and three females) were fatally injured. The automobile was completely destroyed. There were no personal injuries to the train passengers, but the engineer and conductor received counseling which resulted in lost time injuries. Amtrak reported an estimated damage to their lead locomotive of $1,500 and CSX Transportation (CSX) reported damage to signal equipment and track structure as $7,429. There was no derailment as a result of this highway grade crossing accident. At the time of the accident, it was daylight and clear. The temperature was 95F. The accident was caused by the highway user deliberately disregarding crossing warning devices. KW - Amtrak KW - Crash injuries KW - Crash investigation KW - Derailments KW - Lakeland (Florida) KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossing collisions KW - Railroad tracks UR - https://www.fra.dot.gov/eLib/details/L01982#p1_z5_gD_lAC_kHQ-2007-42 UR - https://trid.trb.org/view/892939 ER - TY - RPRT AN - 01135337 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-84, Canadian Pacific (CP), Anamoose, North Dakota, December 23, 2007 PY - 2007 SP - 7p AB - An eastbound Canadian Pacific Railway (CP) freight train (874-001) derailed on December 23, 2007, at 3:40 a.m. CDT. The accident occurred on the single main track at the west switch in Anamoose, North Dakota. Anamoose is located at milepost 413.07 on the CP Saint Paul Service Area, Portal Subdivision. The train consisted of three locomotives and 117 loaded coal cars. The 2nd through the 41st cars, behind the locomotives, derailed on tangent track at the west switch into the House Track at Anamoose. The derailed cars struck a standing set of empty cars in the House Track, derailing six more cars. The derailment damaged 900 feet of the single main track. There was no reported damage to the House Track. There were no injuries to the train crew and no hazardous materials involved. The railroad estimated equipment damage at $458,927, track and signal damage at $115,000. Total railroad damage was estimated at $573,927. At the time of the derailment it was 4 degrees F, light snow with 20 mph northwest wind. The probable cause of the accident was a broken rail in the heel of the switch point. FRA cause code T201- Broken Rail-Bolt hole crack or break. KW - Canadian Pacific KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - North Dakota KW - Railroad crashes UR - https://trid.trb.org/view/892886 ER - TY - RPRT AN - 01135328 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-36, CSX Transportation (CSX), Campbellsburg, Kentucky, June 10, 2007 PY - 2007 SP - 7p AB - On May 25, 2006, at 10 p.m. Central Standard Time (CST), a northbound CSX Train Q65825 collided with the rear two cars of CSX southbound Train Q54525. The accident occurred near Ozark, Alabama (AL) at milepost (MP) AN 816.9 on the Jacksonville Divisions Dothan Subdivision. The method of operation on this subdivision is Direct Traffic Control (DTC). The crew of both trains consisted of an engineer, conductor, and engineer trainee. Both trainees were operating under the supervision of the engineer when the accident occurred. The crew for Train Q65825 reported for duty on May 25, 2006, in Dothan, AL at 2:45 p.m. Train Q65825 consisted of three locomotives, 14 loads, and 41 empties was 3,002 tons and was 3,333 ft. in length and was carrying three loaded hazardous material cars and five empties. The crew for Train Q54525 reported for duty at 3:30 p.m. in Montgomery, AL. The train consisted of three locomotives, 16 loads, and 13 empties, weighed 2,045 tons and was 1,962 ft. in length. This train was destined for Waycross, Georgia (GA) with a crew change in Dothan. Train Q54525 was carrying no hazardous material cars. CSX southbound Train Q54525 was instructed to take the Dillard Siding and clear up for northbound Train Q65825. The conductor of Train Q54525 dismounted at the north end of Dillard Siding and lined the switch from the main track to the siding. After Train Q54525 entered the siding, the conductor stopped the train and lined the Dillard Siding switch for main track movement. The conductor advised the engineer and engineer trainee that the train was in the clear. The conductor reported the time the main track switch was placed in the reverse position and the switch was re-aligned for main track movement. The conductor walked toward the locomotives while the engineer trainee reported this information to the train dispatcher and relinquished the direct traffic control (DTC) blocks to the dispatcher. The train dispatcher issued a DTC order to northbound Train Q65825. Train Q65825 was operating on the main track on the Dothan Subdivision at a recorded speed of 39 miles per hour (mph) when locomotive CSXT 710 side swiped the last two cars of Train Q54525 that were fouling the main track on Dillard Siding MP AN 816.9. After the collision, the crew of Train Q65825 was taken for medical treatment. The engineer trainee suffered a contusion to the left shoulder and the conductor was diagnosed with a contusion to his right knee. The engineer did not report any physical injuries, however, it was reported that he was experiencing some emotional stress as a result of the accident. Track damage was estimated at $1,000. Equipment damage for Locomotive CSXT 710 on Train Q65825 is $10,000. Equipment damage for rail cars FURX 818674 and EEC 755 is $8,922. There were no hazardous material leaks or evacuations. It was dark with clear skies and the temperature was reported to be 80 degrees F. The accident was caused by the failure of the conductor of CSX Train Q54525 to ensure that his train was in the clear on Dillard Siding. KW - Crash injuries KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Kentucky KW - Railroad commuter service KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01976#p1_z5_gD_lAC_kHQ-2007-36 UR - https://trid.trb.org/view/892937 ER - TY - RPRT AN - 01135317 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-15, Burlington Northern Santa Fe (BNSF), Olden, Missouri, April 7, 2007 PY - 2007 SP - 7p AB - Southbound Burlington Northern Santa (BNSF) Railway Company loaded coal Train Symbol C BKMMHS0 72A derailed 35 cars on April 7, 2007, at 2 a.m. CDT. This derailment occurred on the BNSF Springfield Division, Thayer North Subdivision, near Olden, Missouri, at milepost (MP) 300.8. There were no injuries and no hazardous materials released. At the time of the accident it was dark, the temperature was 21 degrees Fahrenhiet and the weather was clear. Equipment damages were $2,693,684; track, signal, and structure damages were $223,296. Probable Cause: The cause of the derailment was a broken rail located on the high side of a left-hand curve at MP 300.8. KW - BNSF Railway KW - Broken rails KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Missouri KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01955#p1_z5_gD_lAC_kHQ-2007-15 UR - https://trid.trb.org/view/892927 ER - TY - RPRT AN - 01135314 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-34, Burlington Northern Santa Fe (BNSF), Tower, North Dakota, June 6, 2007 PY - 2007 SP - 7p AB - On June 6, 2007, at 3:00 p.m. (CDT) a eastbound Burling Northern Sante Fe (BNSF) Railway Company train, symbol CSCMSUD152 derailed on the Twin Cities Division, Jamestown Subdivision in Tower City, North Dakota at milepost 50.0. The train was traveling on a single main track at a recorded speed of 50 mph. The maximum authorized timetable track speed in the area of the accident is 60 mph. The train consisted of three locomotives, 122 railcars of coal, with 17,036 trailing tons and 6,476 feet in length. A total of 29 cars, 25th through the 53rd, derailed. There were no injuries reported and no release of hazardous material. The estimated damages was $1,907,014 ($150,000 for signal, $248,000 for track and $1,509,014 for equipment). At the time of the derailment it was 73 degrees F and partly cloudy. The probable cause of the accident was the securement bolts holding the coupler pin retainer plate became either loose or were missing allowing the retainer plate to move, drop, or swing out which allowed the vertical pin to fall out of car (DETX994371). This in turn caused the coupler to fall out, then causing the train to derail (E39C). KW - BNSF Railway KW - Couplers KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - North Dakota KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01974#p1_z5_gD_lAC_kHQ-2007-34 UR - https://trid.trb.org/view/892936 ER - TY - RPRT AN - 01135306 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-30, Burlington Northern Santa Fe (BNSF), Denver, Colorado, May 23, 2007 PY - 2007 SP - 7p AB - On May 23, 2007, at 3:40 a.m., m.d.t., BNSF Train Symbol YDEN3182-22A (Train No. 1), a two-man RCL (Remote Control Locomotive) yard job uncoupled from 34 loaded tank cars of beer on track No. 208 at the Rennick Yard in Denver, Colorado. The 34 unsecured tank cars then rolled southward (timetable east) approximately 7,500 feet around the Wye Bridge and into Denvers 31st Street Yard Track No. 144, where they struck BNSF Train Symbol YDEN3031-22A (Train No. 2), which contained 62 cars. The crew of Train No. 2 had been warned by radio of the oncoming tank cars and was instructed to move away from their train consist. The train crew did so and there were no injuries reported. As a result of the impact, the two locomotives of Train No. 2 were completely destroyed and four cars derailed. Locomotive No. BNSF 2505 had the entire locomotive cab and car body sheared away from the deck. Locomotive No. BNSF 1532 had 3/4 of the car body sheared away. Three of the four derailed tank cars were on Train No. 1 and loaded with beer. Tank Car No. CORX 5087 was compromised and leaked an estimated 20,886 gallons of beer. The destroyed locomotive Numbers BNSF 2505 and BNSF 1532 were estimated to have lost 1,500 gallons of diesel fuel plus 350 gallons of lube oil. Tank Car No. PLCX 22044, on Train No. 2 was also damaged and leaked an estimated 18,400 gallons of paving asphalt, causing the evacuation of 20 people. Response was limited to BNSF personnel from various operating and environmental departments and Hulcher Emergency Services. The incident made a major impact with Denver Yard switching and the ability of the BNSF to accommodate inbound and outbound trains. At the time of the derailment, the conditions were dark and clear with a temperature of 45 degrees Fahrenheit and wind out of the southwest. The total damage is $672,635. The probable cause is that the Denver based yard crew of Train No. 1 failed to secure the equipment prior to cutting away from cars (H021). A contributing cause is based on an analysis of the work schedules and interview questionnaires for the crew of Train No. 1 and 2. The analysis showed that the crews physical condition (H199) related to the natural lowering of performance during the circadian low period of the early morning hours and/or circadian disrhythmia caused by work irregular schedules (fatigue), also contributed to this accident. Other contributing factors are that the crew of Train No. 1 improperly handled the train line air connections (bottling air, H008) and failed to apply a derail in the derailing position (H303). KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Denver (Colorado) KW - Derailments KW - Fatigue (Physiological condition) KW - Freight trains KW - Railroad crashes KW - Train crews KW - Weather conditions UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/892933 ER - TY - RPRT AN - 01135305 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-66, Burlington Northern Santa Fe (BNSF), Ellinor, Kansas, October 29, 2007 PY - 2007 SP - 7p AB - On October 29, 2007, at approximately 8:34 a.m.(CDT), an eastbound Burlington Northern Santa Fe (BNSF) Railway Company manifest train, Train Symbol H BARGAL9 27, derailed 25 loaded cars (31st through 55th head cars) at milepost (MP) 126.96 , on single main track. The derailment occurred east of County Road W and west of County Road X. The weather was clear and the temperature was 43 degrees F. The damage to equipment was $637,078. The damage to track was $267,808. There was no signal damage. The total damage was $904,886. There were no injuries or hazardous materials release. Probable Cause: Despite exhaustive investigative and analysis efforts of both the FRA and BNSF the cause could not be determined. The investigation is complete. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Kansas KW - Railroad crashes UR - https://www.fra.dot.gov/eLib/details/L02006#p1_z5_gD_lAC_kHQ-2007-66 UR - https://trid.trb.org/view/893230 ER - TY - RPRT AN - 01135244 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-22, Burlington Northern Santa Fe (BNSF), Ash, Nebraska, April 24, 2007 PY - 2007 SP - 7p AB - Eastbound coal Train Symbol C NAMPAM1 10 derailed 43 cars on April 24, 2007, at 5:40 a.m., m.d.t. The accident occurred approximately 1 mile east of the town of Ashby, Nebraska, at milepost (MP) 314.5 on the Burlington Northern Santa Fe (BNSF) Railway Companys Sand Hills Subdivision, Powder River Division. The Sand Hills Subdivision is utilized by BNSF to operate 6 manifest and 54 coal trains per day. There were no injuries or release of hazardous material from the train as a result of the accident. A wayside propane tank was dislodged from its concrete pad and the fuel line used to fuel the switch heater was severed. A minimal amount of propane was released into the atmosphere until the valve was closed at the propane tank. No evacuation occurred as a result of the release other than BNSF employees were not allowed on the scene until the tank had been secured. As there were no injuries, response was limited to BNSF personnel from various operating and engineering departments and outside contractors consisting of Hulcher Emergency Services, and R. J. Corman Derailment Services. The weather at the time of the accident was raining and 43 degrees Fahrenheit with a northeast wind gusting at 24 to 29 mph, visibility was minimal. Reportable estimated damages for rolling equipment are $2,577,628; track estimated damages $351,569; and signal equipment estimated damages $30,000. For a total of $2,959,197 in estimated damages. After investigating the evidence available, the primary cause assigned to this derailment is M507 - Investigation complete, cause could not be determined. Analysis of recovered evidence did not reveal a cause. There was a considerable amount of track and mechanical components that was never recovered. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Nebraska KW - Propane KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01962#p1_z5_gD_lAC_kHQ-2007-22 UR - https://trid.trb.org/view/892928 ER - TY - RPRT AN - 01135243 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-23, Burlington Northern Santa Fe (BNSF), Douglas, Wyoming, April 26, 2007 PY - 2007 SP - 7p AB - On Wednesday, April 25, 2007, at 1:26 p.m., MDT, an eastbound Burlington Northern Santa Fe (BNSF) Railway Company loaded coal train derailed. The derailment occurred on the Powder River Division, Orin Subdivision at about milepost 123.5. The location of the derailment is about twelve miles southeast of Douglas, WY. The train consisted of two locomotives on the head end of the train, 128 loaded coal hopper cars, and two locomotives on the rear end of the train. A total of 23 loaded coal hopper cars were involved in the derailment. The derailed cars were the 91st through the 113th car of the train consist. There was no report of injuries, evacuations or release of hazardous materials. The reported estimated damage to equipment is $1,090,197 and track is $125,000. At the time of the accident it was daylight and cloudy. The temperature was 65F. The rail temperature at the time of the derailment was 92 degrees. The probable cause of the derailment is track alignment irregular or buckled track.(T109) The contributing cause of the derailment is Defective spikes or missing spikes or other rail fasteners(T206). KW - BNSF Railway KW - Buckling KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Rail fasteners KW - Railroad crashes KW - Railroad tracks KW - Weather conditions KW - Wyoming UR - https://www.fra.dot.gov/eLib/details/L01963#p1_z5_gD_lAC_kHQ-2007-23 UR - https://trid.trb.org/view/892929 ER - TY - RPRT AN - 01135216 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-25, Amtrak/Union Pacific Railroad Company (ATK/UP), Ontario, California, May 3, 2007 PY - 2007 SP - 7p AB - On May 2, 2007, at 4:04 p.m. PDT, eastbound Amtrak passenger train ATM02-02 Sunset Limited, traveling at a recorded speed of 29 mph, derailed on the Guasti Siding, Ontario, California, at milepost 523.8. The Guasti Siding is located on the Union Pacifics (UP) Los Angeles Service Unit, Alhambra Subdivision. The consist included two locomotives with eight passenger cars. ATM02-02 was scheduled to operate between Los Angeles, California and Orlando, Florida. The crew was scheduled to take the train from Los Angeles to Maricopa, Arizona. Train movements in this part of the railroad are under centralized traffic control, controlled by a UP dispatcher located in San Bernardino, CA. The authorized speed on the Guasti Siding is 30 mph, FRA Class 3 track. The second locomotive and the eight passenger cars derailed but remained upright; the lead locomotive did not derail. A total of 198 passengers were aboard. One service crew member, a cook, was slightly injured when his right elbow hit a table in the dining car. He was taken to a local hospital and was released from the area hospital and returned to duty with no time lost. No other injuries were reported among the train crew members, service crew members or passengers. The weather was clear, visibility was good, and the temperature was 75 degrees Fahrenheit. Damage was reported at $201,857 for equipment and $50,876 for track and signal. The probable cause of the accident was wide gage due to defective or missing crossing ties, T110. KW - Amtrak KW - Crash injuries KW - Crash investigation KW - Derailments KW - Ontario (California) KW - Railroad commuter service KW - Railroad crashes KW - Railroad ties KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01965#p1_z5_gD_lAC_kHQ-2007-25 UR - https://trid.trb.org/view/892931 ER - TY - RPRT AN - 01135204 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-27, Burlington Northern Santa Fe (BNSF), Redoak, Iowa, May 12, 2007 PY - 2007 SP - 7p AB - An eastbound BNSF Railway Company (BNSF) freight train derailed on May 12, 2007, at 3:45 p.m. (CDT). The accident occurred at Red Oak, Iowa, milepost (MP) 443.2, on the BNSF Nebraska Division, Creston Subdivision. As a result, 60 cars were derailed. There were no injuries or hazardous material spills as a result of the derailment. Total damages reported for the derailment were $3,308,685. At the time of the accident it was daylight and overcast with a temperature of 90 degrees Fahrenheit. The cause of the derailment has been determined as a track alignment irregular. Train accident cause code T109 - track alignment irregular (buckled/sunkink). KW - BNSF Railway KW - Buckling KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Iowa KW - Railroad crashes KW - Railroad tracks KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01967#p1_z5_gD_lAC_kHQ-2007-27 UR - https://trid.trb.org/view/892932 ER - TY - RPRT AN - 01135176 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-33, Burlington Northern Santa Fe (BNSF), Casco, Minnesota, June 4, 2007 PY - 2007 SP - 7p AB - On June 4, 2007, at 3:45 a.m., c.d.t, an eastbound BNSF Railway Company (BNSF) taconite train U-BRMALL1-54 (U-BRMALL1 -54), derailed. The accident occurred at milepost 90 on the BNSF Twin Cities Division, Casco Subdivision, single main track near Casco, Minnesota. BNSF 98132, the 46th car from the head end, was the first car to derail. This caused the 47th through 117th car to derail in a general pile up on the north side of the roadbed. A total of 72 loads of taconite were derailed. There was no release of hazardous materials, no evacuation, and no injuries to the train crew. The total estimated damages were $4,048,434. Estimated equipment damage was $3,654,142 and estimated track damage was $394,292. At the time of the accident it was dark, the weather was clear, and it was 48F. Probable cause of the derailment was a broken rail. KW - BNSF Railway KW - Broken rails KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Minnesota KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01973#p1_z5_gD_lAC_kHQ-2007-33 UR - https://trid.trb.org/view/892935 ER - TY - RPRT AN - 01135167 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-44, Burlington Northern Santa Fe (BNSF), Sikeston, Missouri, July 19, 2007 PY - 2007 SP - 7p AB - Northbound Burlington Northern Santa Fe (BNSF) Railway Company freight Train Symbol H-MEMNTW1-19 derailed 1 locomotive and 11 cars on July 19, 2007, at 11:50 a.m., CDT. The accident occurred near Sikeston, Missouri, at milepost (MP)168.5 on the BNSF Springfield Division, River Subdivision. There were no injuries to the train crew. The New Madrid County Sheriffs Department ordered an evacuation of approximately 75 people because a tank car carrying hazardous materials was among the derailed equipment. Later that day, at approximately 3 p.m., it was determined the tank car had not been compromised and the evacuation order was lifted without incident to anyone. Equipment damages were $312,544. Track damages were $ 68,000, with no signal or bridge damage. At the time of the accident the weather was clear and the temperature was 86F. The cause of this derailment has been determined to be a broken rail, Cause Code T207, Broken Rail - Detailed Fracture from shelling or head check, with a major contributing factor of Cause Code T001, Roadbed settled or soft. KW - BNSF Railway KW - Broken rails KW - Crash injuries KW - Crash investigation KW - Derailments KW - Missouri KW - Railroad crashes KW - Railroad tracks KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L01984#p1_z5_gD_lAC_kHQ-2007-44 UR - https://trid.trb.org/view/892975 ER - TY - RPRT AN - 01102087 AU - Federal Railroad Administration TI - LOSSAN, Los Angeles to San Diego proposed rail corridor improvement studies : environmental impact statement PY - 2007///Volumes held: Draft, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/862048 ER - TY - RPRT AN - 01079150 AU - Federal Railroad Administration TI - Alternative Rail Intruder and Obstacle Detection Systems PY - 2007///Research Results SP - 4p AB - Since the mid-1990s, the U.S. Department of Transportation (U.S. DOT) Federal Railroad Administration (FRA) has sponsored a research program on alternative detection technologies for railroad right-of-way (ROW) and highway-rail grade crossing applications. In support of this effort, the John A. Volpe National Transportation Systems Center (Volpe Center) of the U.S. DOT Research and Innovative Technology Administration has assessed the potential applicability of various technologies, tested prototype systems, and maintained a public-private partnership program to disseminate information. The application of non-track circuit-based technologies for train, highway vehicle, and intrusion/obstacle detection would improve the safety of rail operations and passengers and road users. These technologies would also protect the general population and environment from the risks associated with hazardous material shipments and help relieve congestion by reducing the number of incidents and delays due to those incidents. The main objective of rail intruder and obstacle detection systems (IODS) is to provide train engineers, railroad dispatchers, and security organizations timely information on the status of sections of railroad track and crossings. The intent is to allow them sufficient time to perform the appropriate emergency actions to decrease train speed or stop a train to avoid or mitigate the effects of a collision or security breach. Several types of non-track circuit-based IODS system prototypes have been field-tested in recent years. These systems incorporate technologies, such as magnetic, infrared, ultrasonic, and acoustic sensors, as well as radar and video detection. New applications of these existing technologies, as well as delivery platforms, have emerged in the past few years. In 1998, under sponsorship of FRA, the Volpe Center held a national workshop on railroad IODS. The main objective of this workshop was to assemble a representative set of researchers and rail industry representatives to brainstorm possible IODS requirements and constraints. The workshop topics ranged from accurate detection and timely communication to reliability and redundancy, and the proceedings were published in the FRA report Intruder and Obstacle Detection Systems (IODS) for Railroads–1998 Requirements Workshop [1]. In 1999, the Volpe Center assessed the performance of a four-quadrant gate crossing, employing an inductive loop IODS at School Street in Mystic, CT, on the Northeast Corridor (NEC) from 1999–2000. Following the guidelines set forth in the IODS Workshop, in 1999, FRA tasked the Volpe Center and the Transportation Technology Center, Inc. (TTCI) to evaluate available technologies for their ability to detect trains and highway vehicles in the crossing environment. The findings of this effort were published in the FRA report Evaluation of Alternative Detection Technologies for Trains and Highway Vehicles at Highway Rail Intersections [2]. Since then, a host of novel detection approaches involving both existing and emerging technologies have appeared. In 2005, the Volpe Center began updating the evolution of relevant IODS, focusing on highway-rail crossings and ROW trespass. KW - Hazardous material transportation KW - Intrusion detection system KW - Loop detectors KW - Obstacle detectors KW - Railroad grade crossings KW - Railroad operations KW - Railroad safety KW - Railroad tracks KW - Railroad transportation KW - Right of way (Traffic) KW - Technological innovations KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/2094 UR - https://trid.trb.org/view/836529 ER - TY - CONF AN - 01046038 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Moorman, Charles W TI - Freight Rail Perspective on Capacity Issues: Summary of Remarks PY - 2007 IS - 3 SP - pp 38-40 AB - Demand for rail services continues to grow. Intermodal leads the way, as more and more international traffic flows into all U.S. coasts. It is a good time to be in the railroad business, as revenues reflect. The state of the industry is robust, but it continues to face challenges, some driven by its success. This paper explores briefly the capacity issue and how research initiatives can be designed to help create solutions. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Freight service KW - Intermodal services KW - Railroad capacity KW - Railroad transportation KW - Research UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806171 ER - TY - CONF AN - 01046037 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Gallamore, Robert E TI - Context for the Workshop: FRA Railroad Research and Development Sponsorship, 1966-2005 PY - 2007 IS - 3 SP - pp 13-24 AB - The Federal Railroad Administration (FRA) asked the Transportation Research Board (TRB) to assist in the review and planning of its research and development (R&D) program by commissioning a task force of industry experts familiar with both FRA and railroad industry research activities. Under FRA sponsorship, TRB organized and has maintained for the past 8 years its Committee for Review of the FRA Research, Development, and Demonstration (RD&D) Programs (the review committee), under the leadership of four different chairs. In early 2005, FRA asked TRB to call on this committee and other resources to gain input from stakeholders and customers for an update of the FRA Five-Year Strategic Plan for Railroad Research and Development. The current effort serves as a follow-on to the report of the same title requested by the Senate Appropriations Committee and published by FRA in March 2002. The review committee took on this assignment with enthusiasm and is helping FRA develop a public workshop on railroad research needs, April 5 and 6, 2006. Areas reviewed in this paper are as follows: historical and contemporary settings of railroad technology; economics of technology improvement in railroading; FRA R&D programs in perspective; FRA institutionalization of the setting of R&D priorities; and themes for the April 5-6, 2006, FRA research needs workshop. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Conferences KW - Development KW - Research KW - Strategic planning KW - Transportation Research Board KW - U.S. Federal Railroad Administration KW - Workshops UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806148 ER - TY - CONF AN - 01046036 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - McCullough, Gerard J TI - U.S. Railroad Efficiency: A Brief Economic Overview PY - 2007 IS - 3 SP - pp 63-71 AB - The focus of U.S. transportation policy in the 19th and 20th centuries was on extending the benefits of transportation to more locales and to more citizens. The focus of policy in the 21st century must also be on reducing the costs of transportation. Current transportation costs associated with safety, congestion, sprawl, and pollution are high. Future costs associated with the scarcity of petroleum could be cataclysmic. The railroad network is a national asset that could be used to reduce the costs of transportation. This paper has two aims consistent with that possibility: to describe the efficiency improvements that the railroad industry itself has made in the past few decades, and to describe the role that the rail network could play in a more efficient overall national transportation system. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Costs KW - Economic efficiency KW - Freight service KW - Passenger service KW - Railroad transportation UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806189 ER - TY - CONF AN - 01046035 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Ruppert, Conrad TI - Efficiency Issues: A Passenger Rail Perspective—Summary of Remarks PY - 2007 IS - 3 SP - pp 83-88 AB - The subject of this presentation is efficiency as it relates to research needs to enhance passenger rail network performance. The main objective is to stimulate thought on the subject of efficiency, which is defined as "the production of the desired effects or results with the minimum waste of time, effort, or skill." The top-10 list of efficiency issues in passenger rail network performance includes the following key issues: (1) create a safe environment for people; (2) manage behaviors affecting operations; (3) provide performance metrics; (4) effectively deploy "hard" technology; (5) follow a systems approach with a network perspective; (6) provide a clear path from data to decisions; (7) learn from both failure and success; (8) prudently use limited resources; (9) promote cooperation-sharing assets; and (10) keep people in the forefront. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Behavior KW - Cooperation KW - Customer service KW - Data analysis KW - Decision making KW - Definitions KW - Economic efficiency KW - Employees KW - Metrics (Quantitative assessment) KW - Passenger service KW - Personnel performance KW - Railroad safety KW - Railroad transportation KW - Shared corridors KW - Systems analysis KW - Technology UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806201 ER - TY - CONF AN - 01046034 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - McClellan, James W TI - Railroad Capacity Issues PY - 2007 IS - 3 SP - pp 31-37 AB - Capacity, or rather the lack thereof, is getting a lot of attention in transportation circles these days. Especially in the West, railroads have absorbed huge increases in both train miles and ton-miles in recent years. But many railroad mainlines are now at or near capacity. Railroads have responded by adding capacity as well as shedding some low-margin traffic to make room for higher-margin business. This paper discusses railroad capacity as a national transportation issue and as a freight and passenger issue. An historical perspective is provided and comments are made on the vital role of technology in increasing railroad capacity. Also discussed are: a safe railroad enhances capacity; high-quality, reliable service requires sufficient capacity; capacity is costly; all capacity solutions require long lead times; various ways to address capacity challenges; Wall Street is more tolerant of capital expenditures; and where research and development can help. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Capital expenditures KW - Costs KW - Development KW - Freight service KW - History KW - Lead time KW - Passenger miles KW - Passenger service KW - Railroad capacity KW - Railroad safety KW - Research KW - Service reliability KW - Strategic planning KW - Technology KW - Ton miles UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806163 ER - TY - CONF AN - 01046033 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Strang, Jo AU - Cothen, Grady C TI - Safety, Service, and Sustainable Growth: Technology and People Working Together PY - 2007 IS - 3 SP - pp 45-59 AB - The Federal Railroad Administration (FRA) Office of Railroad Development plays a vital role in developing and testing new technology to advance science and engineering to improve technology for railroad safety. Some of FRA’s most important activities are the research, development, and test programs that have led to remarkable improvements in technology and safety. The issue at hand is the planning and execution of the next 5-year research, development, and demonstration plan. This paper reviews the following: highway-rail crossing safety; trespasser casualties; passenger safety; train accidents and employee casualties; human factors; track and structures; geospatial data communications spectrum issues; positive train control systems; rolling stock; and hazardous materials transportation. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Communications KW - Development KW - Geospatial data KW - Hazardous materials KW - Human factors in crashes KW - Occupational safety KW - Passenger safety KW - Positive train control KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad tracks KW - Research KW - Rolling stock KW - Technological innovations KW - Testing KW - Trespassers KW - U.S. Federal Railroad Administration UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806179 ER - TY - CONF AN - 01046032 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Pagano, Philip A TI - Railroad Capacity from a Commuter Rail Perspective: Summary of Remarks PY - 2007 IS - 3 SP - pp 41-42 AB - Metra was formed in 1984 as an independent agency overseeing commuter rail operations in Chicago's six-county region. Systemwide, Metra runs 692 trains a day on 11 lines, and only one of those lines is used exclusively by Metra's commuter rail operation. These comments briefly describe Metra's new starts and the Chicago Region Environmental and Transportation Efficiency plan. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Chicago (Illinois) KW - Railroad capacity KW - Railroad commuter service KW - Service expansion UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806176 ER - TY - CONF AN - 01046031 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Yachmetz, Mark TI - Research to Enhance Rail Network Performance: Statement of Workshop Purpose PY - 2007 IS - 3 SP - pp 25-27 AB - In these brief comments on the purpose of the Workshop on Research to Enhance Rail Network Performance, the author states that the workshop is about the future of the rail industry. He continues with comments on the Federal Railroad Administration's (FRA's) research program and its commitment to a research program focused on practical improvements in rail safety and operations, both freight and passenger. He points out that the FRA has made great strides in crashworthiness improvement of both locomotives and commuter cars, and has made significant investment in the development of advanced train control systems and the deployment of the Nationwide Differential Global Positioning System. He states that by focusing the workshop on safety, capacity, and efficiency, research needs will be identified to ensure that FRA is on the right track for years to come. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Economic efficiency KW - Freight service KW - Passenger service KW - Performance KW - Railroad capacity KW - Railroad safety KW - Railroad transportation KW - Research KW - Workshops UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806158 ER - TY - CONF AN - 01046030 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - LaTourette, Steven C TI - Railroads and Transportation: Our Future Options PY - 2007 IS - 3 SP - pp 91-96 AB - Congressman Steven LaTourette, Chairman of the House Transportation and Infrastructure Committee's Railroad Subcommittee, offers concluding remarks to the Workshop on Research to Enhance Rail Network Performance. He points out rail productivity gains, safety gains, and the growth of short-line and regional railroads since the Staggers Act of 1980. Other gains include growth of the rail freight business and railroad fuel efficiency. He comments on intermodalism, technological innovations, railroad capital improvements, investments in freight rail and passenger rail capacity, public-private partnerships, air pollution reduction, and the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Air quality management KW - Capital investments KW - Economic growth KW - Freight service KW - Fuel consumption KW - Future KW - Intermodal transportation KW - Passenger service KW - Productivity KW - Public private partnerships KW - Railroad capacity KW - Railroad safety KW - Railroad transportation KW - Regional railroads KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Short line railroads KW - Staggers Rail Act of 1980 KW - Technological innovations UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806205 ER - TY - CONF AN - 01046029 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board AU - Rose, Matt TI - Rail Transportation in the 21st Century: Summary of Remarks PY - 2007 IS - 3 SP - pp 72-82 AB - Railroads are the most efficient form of surface transportation, but how do we get more out of our rail network to continue to handle record volumes? Efficiency and capacity are closely intertwined, and they have significant implications for the rail industry’s long-term growth as part of the global supply chain. Technology is an important part of the solution, as are increased capital investment and a thoughtful regulatory environment. Topics discussed in this paper include the following: the Staggers Act and rail capacity; strategically creating more capacity; investing to increase capacity; and looking to the future. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - 21st century KW - Capital investments KW - Economic efficiency KW - Future KW - Policy KW - Railroad capacity KW - Railroad transportation KW - Regulation KW - Staggers Rail Act of 1980 KW - Strategic planning KW - Technology UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806200 ER - TY - CONF AN - 01046028 JO - Transportation Research Board Conference Proceedings on the Web PB - Transportation Research Board TI - Research to Enhance Rail Network Performance PY - 2007 IS - 3 SP - 116p AB - This report contains the proceedings of the Workshop on Research to Enhance Rail Network Performance, held on April 5-6, 2006, in Washington, D.C. The workshop was conducted by and the report developed by the Transportation Research Board Committee for Review of the Federal Railroad Administration (FRA) Research, Development, and Deployment Programs. In addition, research needs statements produced by breakout groups during the workshop, related to the conference themes of safety, capacity, and efficiency, are provided as links to the report. These research needs statements formed the raw material for the committee to consider in making recommendations to the FRA on future directions for research. U1 - Workshop on Research to Enhance Rail Network PerformanceTransportation Research BoardFederal Railroad AdministrationWashington,DC,United States StartDate:20060405 EndDate:20060406 Sponsors:Transportation Research Board, Federal Railroad Administration KW - Conferences KW - Economic efficiency KW - Freight trains KW - Needs assessment KW - Passenger trains KW - Railroad capacity KW - Railroad safety KW - Railroad transportation KW - Research KW - Workshops UR - http://www.trb.org/Publications/Blurbs/158419.aspx UR - https://trid.trb.org/view/806147 ER - TY - RPRT AN - 01055657 AU - McKeighan, Peter C AU - Feiger, James H AU - Southwest Research Institute AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Fatigue Crack Growth Behavior of Railroad Tank Car Steel TC-128B Subjected to Various Environments -- Volume I PY - 2006/12//Final Report SP - 92p AB - As part of an effort to apply damage tolerance concepts to railroad tank cars, the fatigue crack growth (FCG) behavior of two lots of TC-128B steel was investigated. In addition to the material lot difference, variables assessed include: load ratio, orientation, environment, and crack growth test technique. The two material lots yielded essentially identical FCG properties for low and high stress ratios. The influence of stress ratio was slight, except in the near-threshold regime. The in-plane orientation (L-T) exhibits a growth rate approximately two times faster than the out-of-plane orientation (L-S). The influence of varying the test environment from −60 °F to +140 °F, with moisture content ranging from high to low humidity, was slight. KW - Alloy steel KW - Baseline modeling KW - Crack growth KW - Cracking KW - Damage tolerance KW - Loading KW - Railroad cars KW - Steel KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1210 UR - http://ntl.bts.gov/lib/34000/34300/34385/DOT-VNTSC-FRA-02-03-1.pdf UR - https://trid.trb.org/view/814831 ER - TY - RPRT AN - 01055622 AU - McMaster, Fraser J AU - Robledo, Guadalupe B AU - Research and Innovative Technology Administration AU - Southwest Research Institute AU - Federal Railroad Administration TI - Fatigue Behavior of AAR Class A Railroad Wheel Steel at Ambient and Elevated Temperatures PY - 2006/12//Final Report SP - 60p AB - This report documents a test program to determine the material properties (chemical composition, tensile, and fatigue) at ambient and elevated temperatures of a Class A wheel steel as designated by the Association of American Railroads. The 3 temperatures examined included ambient room temperature, 500 °F, and 1000 °F. The fatigue properties determined at ambient temperature are required to address rail vehicle wheels equipped with disc brakes, which are not exposed to frictional heating during stop-braking. Researchers performed fatigue testing to determine the S-N curves at each of the three temperatures. Furthermore, the research team performed a large number of fatigue tests at R-ratios of -1.0 and 0.05 for each of the test temperatures to enable reliable estimates of the Sines parameters, A and α. KW - Atmospheric temperature KW - Car wheels (Railroads) KW - Disc brakes KW - Fatigue (Mechanics) KW - Fatigue tests KW - Loading KW - Steel KW - Tensile strength KW - Wheelsets (Railroads) UR - http://www.fra.dot.gov/Elib/Document/1197 UR - https://trid.trb.org/view/814828 ER - TY - RPRT AN - 01055619 AU - Feiger, James H AU - McKeighan, Peter C AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Variable Amplitude Fatigue Crack Growth Characteristics of Railroad Tank Car Steel Volume III PY - 2006/12//Final Report SP - 44p AB - The load history that railroad tank cars experience has a significant variable amplitude characteristic. Although previous efforts have been directed toward understanding baseline fatigue crack growth behavior of TC-128B steel as a function of material lot, orientation, and environment, little is known regarding how load interaction impacts crack growth behavior in a typical tank car steel. Load interaction occurs when the variable amplitude character of the loading results in crack growth that differs as a function of load history effects in the wake of the crack. The focus of this testing effort was to determine empirically how TC-128B behaves under these types of simplified loading conditions. The data provided in this report links the constant amplitude loading regime to the more complex variable amplitude-loading regime that tank cars experience during in-service use. The data can also be used as modeling guidelines to better understand the role of variable amplitude loading on TC-128B. KW - Amplitude (Physics) KW - Crack growth KW - Cracking KW - History KW - In service performance KW - Loading KW - Railroad cars KW - Steel KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1208 UR - http://ntl.bts.gov/lib/34000/34500/34510/DOT-VNTSC-FRA-05-03.pdf UR - https://trid.trb.org/view/814829 ER - TY - RPRT AN - 01055588 AU - McKeighan, Peter C AU - Feiger, James H AU - Southwest Research Institute AU - Federal Railroad Administration TI - Fatigue Crack Growth Behavior of Railroad Tank Car Steel TC-128B Subjected to Various Environments -- Volume II-Appendices PY - 2006/12//Final Report SP - 112p AB - This is Volume II-Appendices of Fatigue Crack Growth Behavior of Railroad Tank Car Steel TC-128B Subjected to Various Environments. This document contains miscellaneous supporting documentation, fatigue crack growth laboratory data, and analyses. KW - Alloy steel KW - Baseline modeling KW - Crack growth KW - Cracking KW - Damage tolerance KW - In service performance KW - Railroad cars KW - Steel KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1209 UR - http://ntl.bts.gov/lib/34000/34300/34391/DOT-VNTSC-FRA-02-03-2.pdf UR - https://trid.trb.org/view/814830 ER - TY - RPRT AN - 01052297 AU - Federal Railroad Administration TI - Railroad Safety Statistics 2005 Annual Report PY - 2006/12 SP - 150p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2005. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Annual reports KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/811439 ER - TY - RPRT AN - 01051586 AU - Jenness, James W AU - Lerner, Neil D AU - Llaneras, Robert E AU - Singer, Jeremiah P AU - Huey, Richard W AU - Westat AU - Federal Railroad Administration TI - Human Factors Guidance for Intelligent Transportation Systems at the Highway-Rail Intersection PY - 2006/12//Final Report SP - 202p AB - This document provides guidance recommendations and supporting material to assist designers and implementers of intelligent transportation system (ITS) applications related to highway-rail intersections (HRI). The guidance focuses specifically roadway user human factors requirements associated with ITS as applied to HRIs. The guidance is intended to be of immediate help to practitioners but also to serve as a resource and impetus toward the development of consensus standards other more formal guidance or specification. The document has four parts. Part I describes the purpose and scope and provides a human factors conceptualization of the roadway user. Part II provides an overview of ITS applications that have been implemented at HRIs. Pail III presents general human factors guidance that cuts across various specific HRI applications, for topics such as message factors, roadside displays, in-vehicle displays, and displays for pedestrians. Part IV presents guidance for specific HRI applications, including train arrival warnings, advanced information about the HRI, enforcement and control of vehicles, and light rail transit. Each guidance chapter provides background on the topic, an explicit statement of the major human factors issues, and a set of guidance recommendations (with accompanying rationale for each). This report includes over 130 guidance recommendations. KW - Arrivals and departures KW - Consensus KW - Human factors KW - Intelligent transportation systems KW - Light rail transit KW - Railroad grade crossings KW - Recommendations KW - Roadside displays UR - http://www.fra.dot.gov/Elib/Document/424 UR - https://trid.trb.org/view/809351 ER - TY - RPRT AN - 01051583 AU - Mayville, Ronald AU - Stringfellow, Richard AU - Martinez, Eloy AU - Tiax LLC AU - Federal Railroad Administration TI - Development of Conventional Passenger Cab Car End Structure Designs for Full Scale Testing PY - 2006/12//Final Report SP - 92p AB - The Volpe Center is supporting the Federal Railroad Administration's full-scale testing program to understand and improve rail vehicle cashworthiness. The objectie of one of the sets of tests in this program is determining the behavior of cab car end structures in simulated grade crossing collisions. The project described in this report supported these tests by developing ready-to-fabricate designs for the ends of passenger cars to represent a State-of-the-Art (SOA) and a 1990s cab car design, both of which are primarily strength-based designs. The report includes a description of prior research on cab car crashworthiness, the requirements for the designs, the designs themselves and the analyses used to demonstrate that the designs meet the requirements. Also included is a comparison between strains measured from quasi-static load tests and from finite element analyses. The results of the project show that the SOA end frame provides substantially greater strength and energy absorption capability than the 1990s design with little penalty in weight. KW - Crashes KW - Crashworthiness KW - Design KW - Finite element method KW - Load tests KW - Passenger cars KW - Prototype tests KW - Railroad cab cars KW - Railroad grade crossings KW - Railroad safety KW - State of the art UR - http://www.fra.dot.gov/Elib/Document/1192 UR - http://ntl.bts.gov/lib/34000/34500/34514/DOT-VNTSC-FRA-07-01.pdf UR - https://trid.trb.org/view/809372 ER - TY - RPRT AN - 01051550 AU - Sposato, Suzanne AU - Biem-Aime, Patrick AU - Chaudhary, Mina AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Public Education and Enforcement Research Study PY - 2006/12//Final Report SP - 110p 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. The purpose of the project was to promote safety at highway-rail intersections by reducing incidents, injuries, and fatalities through new technologies and methodologies. The role of the John A. Volpe National Transportation Systems Center was to monitor and evaluate highway-rail intersections in Illinois communities using video data collection while the communities conducted education and enforcement campaigns. The data collection and analysis efforts focused on three highway-rail intersections in Arlington Heights, IL. 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. These violations were divided into three types based on highway-user assumed risk. The crossings in Arlington Heights saw an overall reduction in violations from the pre-test to the post-test of 30.7%. The largest reduction, 71.4%, occurred in the most risky type of violation, type III. Pedestrians most often committed these types of violations. At the crossing with an adjacent commuter rail station, a reduction of 76.3% occurred in the most risky pedestrian violations. Overall, highway-user behavior changed for the safer during the study, and pedestrians, especially commuters, were the most affected by the PEERS programs. KW - Data collection KW - Education KW - Illinois KW - Pedestrians KW - Railroad commuter service KW - Railroad grade crossings KW - Railroad safety KW - U.S. Federal Railroad Administration KW - Video data UR - http://www.fra.dot.gov/Elib/Document/423 UR - http://ntl.bts.gov/lib/34000/34500/34513/DOT-VNTSC-FRA-06-03.pdf UR - https://trid.trb.org/view/809350 ER - TY - RPRT AN - 01051548 AU - Gertler, Judith AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Maintenance of Way Workers PY - 2006/12//Final Report SP - 87p AB - This report presents the results of a study designed to characterize the work/rest schedules and sleep patterns of U.S. railroad maintenance of way (MOW) employees and to examine the relationship between these schedules and levels of alertness of the individuals working the schedules. The study methodology as a survey of a random sample of currently working U.S. MOW employees who completed a background survey and kept a daily log for 2 weeks. MOW workers are a predominantly healthy middle-aged male population. They work either production (construction) or non-production (maintenance) jobs and focus on either track or bridge and building infrastructure. A majority of non-production jobs have a 5-day work week, but nearly half of production jobs work a 4-day week and 20 percent work 8-on 6-off. Overall. 24 percent of MOW workers traveled on their own time to an out-of-town worksite during the study's 2-week period. Both groups get the same amount of sleep, but it is significantly less than U.S. adult norms. Several work schedule characteristics, including time without a break, total hours worked, weeknight emergency calls, and commute time, were related to daytime alertness, but their relationship as weak. KW - Alertness KW - Commuters KW - Construction KW - Fatigue (Physiological condition) KW - Maintenance of way KW - Males KW - Railroad construction workers KW - Sleep KW - Sleep disorders KW - Surveys KW - Work schedules (Personnel) KW - Worksite UR - http://www.fra.dot.gov/Elib/Document/425 UR - https://trid.trb.org/view/809352 ER - TY - RPRT AN - 01051565 AU - Choros, John AU - Hellman, Adrian AU - Carroll, Anya AU - Baker, Gary AU - Haines, Marsha AU - Anderson, Jon AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - San Joaquin, California, High-Speed Rail Grade Crossing Data Acquisition Characteristics, Methodology, and Risk Assessment PY - 2006/11//Final Report SP - 52p AB - This report discusses data acquisition and analysis for grade crossing risk analysis at the proposed San Joaquin High-Speed Rail Corridor in San Joaquin, California, and documents the data acquisition and analysis methodologies used to collect and analyze grade crossing data and evaluate the effects of each method in the overall risk calculations for the entire corridor. This report describes grade crossing data acquisition techniques from existing Federal Railroad Administration (FRA) inventory data, track charts, site surveys and interviews, and aerial and video surveys. Costs for data acquisition and analysis associated with each method were documented and analyzed to determine their influences on the overall risk assessment for the corridor. Results using FRA’s Accident Prediction Formula indicate that all data acquisition and analysis methods are suitable for evaluating the grade crossing risk at a given corridor. KW - Crash risk forecasting KW - Data collection KW - Geographic information systems KW - Laser radar KW - Methodology KW - Railroad corridors KW - Railroad grade crossings KW - Risk assessment KW - San Joaquin County (California) KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/1212 UR - https://trid.trb.org/view/809472 ER - TY - RPRT AN - 01051545 AU - Viale, Alex AU - Reinach, Stephen AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - A Pilot Examination of a Joint Railroad Management-Labor Approach to Root Cause Analysis of Accidents, Incidents, and Close Calls in a Diesel and Car Repair Shop Environment PY - 2006/11//Final Report SP - 81p AB - This report presents findings from a 1-year pilot study investigating the feasibility and practicality of a joint railroad management-labor approach to root cause analysis (RCA) of accidents, incidents, and close calls in a diesel and car repair shop environment. The primary objective of the study was to evaluate the value and utility of a joint railroad management-labor RCA process. Participating labor and management representatives identified seven RCA opportunities during the study period; however, only one was investigated. Participants identified a number of barriers that made it difficult for the project to succeed in its current form. Key barriers included a lack of study leadership poor interaction and communication between labor and management participants and between participants and the employees involved in the accidents, incidents, and close calls; challenges with employee participation; perceived minimal opportunity to conduct RCA; and complexity of the RCA tools and process. Suggestions for future implementation addressed these barriers. The report discusses additional lessons learned and recommendations for any future implementation of a joint labor-management RCA process. The joint management-labor RCA process and tools should experience greater success once these barriers are addressed. KW - Automobile repair shops KW - Close calls KW - Crash investigation KW - Crashes KW - Diesel engines KW - Labor force KW - Leadership KW - Lessons learned KW - Railroad management KW - Railroad safety KW - Root cause analysis KW - Traffic incidents UR - http://www.fra.dot.gov/Elib/Document/471 UR - https://trid.trb.org/view/809368 ER - TY - RPRT AN - 01042155 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, Summary Report PY - 2006/10/31/Final Report SP - 40p 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 a human factors accident (r=-0.93); no such relationship was found for nonhuman factors accidents. This result satisfied the criteria for model validation. A reliable time of day variation occurred in human factors accidents (r=0.71) but not in nonhuman factors accidents. The risk of human factors accidents was elevated at any effectiveness score below 90 and increased progressively with reduced effectiveness. At an effectiveness score ≤ 50, human factors accidents were 65% 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 being awake for 21 hr following an 8-hr sleep period the previous night. 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. 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/1191 UR - https://trid.trb.org/view/803115 ER - TY - ABST AN - 01465249 TI - "Green" and Efficient Rail Transportation - Analysis of Options (AOA) and Trade-Offs AB - The objective of this project is to: (1) review United States (US) and UIC/European Union (EU) initiatives on "green" passenger and freight rail transportation, underlying technologies and "Best Practices" (BPs); (2) identify BPs applicable and transferrable to the US rail environment; (3) analyze the cost-benefit tradeoffs of US rail energy efficiency and environmental emissions; (4) address Transportation Research Board (TRB) recommendation #5 to undertake R&D on rail energy efficiency and environmental footprint; and (5) issue a Federal Railroad Administration (FRA) summary report and guidance to respond to the President's "20 in 10" energy initiative. KW - Benefit cost analysis KW - Best practices KW - Energy conservation KW - Environmental impacts KW - Freight transportation KW - Railroad transportation UR - https://trid.trb.org/view/1233482 ER - TY - ABST AN - 01465247 TI - Comprehensive Safety Evaluation of New AAR 220 MHz Radio Controlled Locomotive (RCL) System AB - Volpe Center will: (1) Update Federal Railroad Administration (FRA) Remote Control Locomotive (RCL) Safety Advisory 2001-01; (2) Partner with Association of American Railroads (AAR) task forces (RTEF, WCTF) and Transportation Technology Center, Incorporated (TTCI); (3) Monitor, test and evaluate (T&E) new RCL system and infrastructure (220 MHz); (4) Develop EMI/EMC/EMR Safety Requirements and Migration Plan from existing 450 MHz RCL; (5) Analyze field tests RCL equipment (at TTCI and/or rail switchyard facilities); and (6) Identify, prevent and mitigate operational and human potential safety hazards (including EMI/EMC/EMR). KW - Electromagnetic compatibility KW - Electromagnetic radiation KW - Locomotives KW - Radio control KW - Railroad safety KW - Switches (Railroads) UR - https://trid.trb.org/view/1233480 ER - TY - ABST AN - 01465238 TI - Acoustic Warning Device Evaluation AB - Acoustic warning devices truly pose a three-horned dilemma: a device must be capable of alerting motorists to the train's approach, not annoy residents, and not damage train crew hearing. This project examines new technology, such as hypersound, that might be able to resolve this dilemma and the combination of acoustic characteristics that might be manipulated to achieve an effective warning that does not annoy or damage crew hearing. This project is examining the spectral characteristics of devices, timing and duration of sound and no-sound intervals, etc., to improve device effectiveness. KW - Acoustic equipment KW - Grade crossing protection systems KW - Hearing loss KW - Technological innovations KW - Train crews KW - Warning devices UR - https://trid.trb.org/view/1233471 ER - TY - ABST AN - 01465235 TI - Fatigue Studies AB - The objective of this project is to: (1) develop data sets on work and rest patterns for railroad workers and analyze with fatigue model to improve the understanding of the role of fatigue in the industry; (2) collect new diary data from train crews; Use FAST model to analyze data to characterize fatigue in the industry by craft, type of job, etc.; (3) conduct economic analysis of accident and hours of service data; and (4) publish databases from all studies for the use of the scientific community interested in work and fatigue issues. KW - Accident studies KW - Data collection KW - Fatigue (Physiological condition) KW - Railroad crashes KW - Rest periods KW - Train crews UR - https://trid.trb.org/view/1233468 ER - TY - ABST AN - 01465232 TI - Railroad Signage Ergonomics AB - The design of equipment and environments to fit human capabilities is an important element of improving safety in any industry. This project is currently examining the design of railroad wayside signage to determine the minimum requirements needed to ensure that signs can be read at normal operating speeds and environmental conditions, and to provide a higher degree of consistency in railroad signage such as is accomplished in highway signs by the Manual on Uniform Traffic Control Devices (MUTCD). KW - Ergonomics KW - Human factors KW - Manual on Uniform Traffic Control Devices KW - Safety KW - Signs KW - Traffic control devices UR - http://ntl.bts.gov/lib/43000/43400/43497/railroad_signage_ergonomics.pdf UR - https://trid.trb.org/view/1233465 ER - TY - RPRT AN - 01475458 AU - Begley, Richard AU - Szwilski, Anthony AU - Sheng, ZhiBin AU - Dailey, Peter AU - Rahall Appalachian Transportation Institute AU - Federal Railroad Administration TI - Integrated Track Stability Assessment and Monitoring System (ITSAMS) PY - 2006/10//Final Report SP - 127p AB - The Federal Railroad Administration’s (FRA) Office of Research and Development sponsored a project to develop a mobile rail track surface and sub-surface surveying system capable of collecting data from a variety of remote sensing instrumentation and integrate this data with other site-specific data to assist in monitoring rail track behavior over time. The mobile surveying system was developed to be modular and adaptable to a variety of platforms and successfully integrated with High Accuracy Differential Global Positioning System (HADGPS) technology, resulting in the capability of measuring top of the track coordinates with centimeter precision at a variety of speeds. The mobile surveying systems were used to collect data from several geo-technically vulnerable sites located on active rail corridors in the State of West Virginia, and a statewide Web-based Geographical Information System (GIS) was developed to store and display the data collected from the field experimentation program, in addition to facilitating the integration of other geo-spatial information. It is complimented by a state-of-the-art information technology system constructed with multi-terabyte storage capacity in order to perform comparative studies over time of selected rail corridors in West Virginia. The mobile surface surveying system has also been used in other states to evaluate its application for measuring track shift at curves, derailment analyses, and rail yard surveying. KW - Data collection KW - Geotechnical engineering KW - Information technology KW - Monitoring KW - Railroad tracks KW - Remote sensing KW - West Virginia UR - http://www.njrati.org/wp-content/plugins/research_projects/reports/TRP%2000-05.pdf UR - https://trid.trb.org/view/1245221 ER - TY - SER AN - 01158562 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Jones, Michael AU - Federal Railroad Administration TI - An Integrated Track Stability Assessment and Monitoring System (ITSAMS) Using Site-Specific Geo-Technical/Spatial Parameters and Remote Sensing Technologies PY - 2006/10 SP - 4p AB - The Federal Railroad Administration’s (FRA) Office of Research and Development sponsored a project to develop a mobile rail track surface and sub-surface surveying system capable of collecting data from a variety of remote sensing instrumentation and integrate this data with other site-specific data to assist in monitoring rail track behavior over time. The mobile surveying system was developed to be modular and adaptable to a variety of platforms and successfully integrated with High Accuracy Differential Global Positioning System (HADGPS) technology, resulting in the capability of measuring top of the track coordinates with centimeter precision at a variety of speeds. The mobile surveying systems were used to collect data from several geo-technically vulnerable sites located on active rail corridors in the State of West Virginia, and a statewide Web-based Geographical Information System (GIS) was developed to store and display the data collected from the field experimentation program, in addition to facilitating the integration of other geo-spatial information. It is complimented by a state-of-the-art information technology system constructed with multi-terabyte storage capacity in order to perform comparative studies over time of selected rail corridors in West Virginia. The mobile surface surveying system has also been used in other states to evaluate its application for measuring track shift at curves, derailment analyses, and rail yard surveying. KW - Data collection KW - Geotechnical engineering KW - Information technology KW - Monitoring KW - Railroad tracks KW - Remote sensing KW - West Virginia UR - http://www.fra.dot.gov/Elib/Document/2114 UR - https://trid.trb.org/view/917889 ER - TY - RPRT AN - 01051580 AU - Gertler, Judith AU - Acton, Sarah AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Railroad Dispatching Operations: Putting Research into Practice-Workshop Summary PY - 2006/10//Final Report SP - 161p AB - This report summarizes the material presented at a 1-day workshop, "Railroad Dispatching Operations: Putting Research into Practice", sponsored by the Federal Railroad Administration (FRA) Office of Research and Development Human Factors Program. The purpose of the workshop was to share the most important findings of research on dispatching with railroad dispatching center management and labor and to identify problem areas where additional research is needed. A total of 63 people from the railroad industry, organized labor, government, and the research community participated. Speakers presented the results of FRA-sponsored research, industry-sponsored research, and current industry best practices. The luncheon speaker described European dispatching operations, and two panel sessions provided an opportunity for representatives from railroad industry and labor to share best practices and identify future challenges in dispatching operations. A majority of attendees rated the workshop content and organization as very good to excellent. Comments from workshop participants led to the identification of areas where additional research should be considered. These areas include retention of dispatchers, critical incident skills training, and the impact of positive train control on the dispatcher’s job. Based on the success of this event, FRA should consider a broader program of workshops to share the results of human factors research projects. KW - Best practices KW - Dispatchers KW - Fatigue (Physiological condition) KW - Human factors KW - Planning KW - Railroad management KW - Railroad traffic KW - Training KW - Workload KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/473 UR - https://trid.trb.org/view/809370 ER - TY - RPRT AN - 01051576 AU - Gertler, Judith AU - Carter, James AU - Kidd, John AU - Parida, Basant AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Design and Evaluation of Advanced Systems for Locomotive Crew Emergency Egress PY - 2006/10//Final Report SP - 107p AB - This report presents the results of the second phase of a program to develop innovative concepts for locomotive crew egress following a crash that damages the cab. The roof-mounted hatch system was fabricated as a working prototype and installed in a full-scale mockup of a toppled locomotive. Usability testing with experienced train crew members and emergency responders demonstrated the system’s usability. Crew members exited the cab in under 20 seconds when uninjured. Two secondary egress systems ere also designed and fabricated. A windshield that can be removed from the cab interior employs double looped cutting wires to sever the window gasket, thus allowing the glazing to be pushed out. A proof-of-concept prototype as installed and tested in the locomotive mockup. A removable door hinge, the other secondary egress system, employs a lever-actuated mechanism that releases the hinge leaf from the door, allowing a jammed door to be removed and allowing the crew to escape the cab. Easily removable hinge pins provide a means for emergency response personnel to easily remove the door from the exterior. A training video for emergency responders explains the structure and features of a locomotive and suggests techniques for removing crewmembers from the cab following a crash. KW - Cabs (Vehicle compartments) KW - Crashes KW - Doors KW - Egress KW - Emergency management KW - Emergency training KW - Hinges KW - Locomotives KW - Proof of concept KW - Prototypes KW - Tests for suitability, service and quality KW - Train crews KW - Videotapes KW - Windshields UR - http://www.fra.dot.gov/Elib/Document/1194 UR - https://trid.trb.org/view/809373 ER - TY - RPRT AN - 01051543 AU - Fugate, David AU - Jacobs, William AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - EMF Monitoring on Amtrak's Northeast Corridor: Post Electrification Measurements and Analysis PY - 2006/10//Final Report SP - 206p AB - This survey of electromagnetic fields (EMF) and radiation (EMR) due to the electrification infrastructure and operations of Amtrak Acela trains on the Northeast Corridor from New Haven, CT, to Boston, MA, was performed by Electric Research & Management (ERM) with Amtrak cooperation. The Federal Railroad Administration (FRA) and Volpe National Transportation Systems Center sponsored this survey to comply with environmental requirements. EMF levels were measured as a function of frequency and location on board the locomotive, inside a passenger coach, under the catenary and along the wayside in urban and rural locations, and near 10 representative traction power substations. Observed temporal and frequency-variability on board Acela and near the wayside is common to all of the electric transportation systems. Average magnetic fields in the passenger compartment were lower than, and maxima were comparable to most other rail and maglev systems. EMF exposures of passengers onboard Acela are lowest among rail and maglev systems studied to date. Average and maximum magnetic fields in the locomotive cab were lower than most other electric rail and maglev systems. Background EMF levels increased by 1-2 orders of magnitude after rail electrification but are well below limits in all applicable human exposure safety standards. KW - Acela Express KW - Amtrak KW - Boston (Massachusetts) KW - Electromagnetic fields KW - Environmental impacts KW - Locomotives KW - New Haven (Connecticut) KW - Railroad electrification KW - Surveys UR - http://www.fra.dot.gov/eLib/Details/L04332 UR - https://trid.trb.org/view/809656 ER - TY - RPRT AN - 01039090 AU - Sundaram, Narayana AU - Sussmann, Theodore AU - Ensco, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Development of Gage Widening Projection Parameter for the Deployable Gage Restraint Measurement System PY - 2006/10//Final Report SP - 53p AB - Recent gage restraint measurement system (GRMS) developments include the redesign of GRMS vehicles to conduct testing from a deployable axle instead of using freight truck mounted axle and GRMS on hi-rail vehicles. This new test configuration results in boundary condition changes in the applied loads and split axle location; both of which influence the results. To ensure equivalent safety considering these significant changes, a comprehensive evaluation of the mechanistic basis for previous GRMS rulemaking, coupled with a fundamental investigation of factors influencing GRMS performance and inspection accuracy, was conducted along with field-testing to verify conclusions. Results of the investigation to date suggest a need for reconsideration of the gage widening ratio (GWR) equation, which treated vertical load as a constant parameter. With the new GRMS testing capability at a wider range of test loads, it is necessary to include vertical load in the GWR equation. GWR has been the leading source of discrepancies between the inspections conducted by original GRMS design and redesigned vehicles over the same territory. This report describes the analysis and recent field-testing to provide the fundamental basis for a proposed gage widening projection formula. KW - Accuracy KW - Equations KW - Field tests KW - Gage (Rails) KW - Gage restraint KW - Gage widening ratio KW - Inspection KW - Maintenance of way KW - Nondestructive tests KW - Performance KW - Railroad tracks KW - Widening UR - http://www.fra.dot.gov/Elib/Document/1199 UR - http://ntl.bts.gov/lib/35000/35500/35535/ord0613.pdf UR - https://trid.trb.org/view/795678 ER - TY - RPRT AN - 01039085 AU - Gertler, Judith AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Signalmen PY - 2006/10//Final Report SP - 85p AB - This report presents the results of a research study designed to characterize the work schedules and sleep patterns of U.S. railroad signalmen and to examine the relationship between these schedules and level of alertness of the individuals working the schedules. The study methodology was a survey of a random sample of currently working U.S. railroad signalmen who completed a background survey and kept a daily log for 2 weeks. Signalmen are a predominantly healthy middle-aged male population. They work either construction or maintenance jobs. Both groups get the same amount of nighttime sleep, but the construction group reports better sleep quality and better daytime alertness. This difference is likely due to the unscheduled work periods and nighttime calls that maintenance jobs entail, as well as the start time variability of maintenance jobs. During the study period, nearly two-thirds of the maintenance signalmen had at least one unscheduled work period. Over 50 percent of signalmen get less than 7 hours of sleep on work nights, while 39 percent of U.S. adults get this amount. Possible explanatory factors for daytime alertness levels, including time without a break, total hours worked, and commute time, were explored. Based on the experience of this study, several methodological changes are suggested for future studies of this type. KW - Alertness KW - Construction workers KW - Fatigue (Physiological condition) KW - Hours of labor KW - Maintenance personnel KW - Males KW - Personnel KW - Railroad safety KW - Railroads KW - Signalmen KW - Sleep KW - Sleep disorders KW - United States KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/1193 UR - https://trid.trb.org/view/795508 ER - TY - SER AN - 01158541 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Alternative End Frame Design of Passenger Rail Cab Car PY - 2006/09 SP - 4p AB - At the request of the American Public Transportation Association (APTA), the Office of Research and Development of the Federal Railroad Administration (FRA) conducted a series of full-scale grade crossing tests. The purpose of the tests was to demonstrate the enhanced performance of cab car end frame designs promulgated in Federal requirements and the industry standard adopted by APTA in 1999. Two end frame designs were developed. The first design was representative of cars built before the promulgation of the requirements and standards and referred to as the 1990’s design. The second design incorporated all the enhanced strength-based design requirements, as well as a requirement that the corner or collision post be able to experience “severe deformations” without experiencing failure at the connections. This design was referred to as the state-of-the-art (SOA) design. The impact conditions to be tested were planned at several meetings of APTA’s Passenger Railroad Equipment Safety Standards (PRESS) Construction and Structural (C&S) group. The final scenario agreed upon by the group was a grade crossing scenario where the corner post is loaded above the end beam. This scenario puts the operator at greatest risk due to the loss of survivable volume. This condition is similar to accidents occurred in Yardley, PA, and Portage, IN, where a steel coil penetrated the end of a cab car, resulting in the loss of several lives. The test speed was determined from initial large deformation crush and collision dynamic calculations such that the steel coil would penetrate the 1990’s design by a distance greater than 1 foot and not penetrate the SOA design by the same distance. The results from the grade crossing tests demonstrated the improved crashworthiness performance of the SOA design. The corner post was capable of preventing intrusion into the operator’s survivable space. Under nominally the same conditions, the 1990’s design allowed full penetration into the cab area and subsequent loss of survivable space for the operator. KW - Cabs (Vehicle compartments) KW - Crashworthiness KW - Impact tests KW - Passenger cars KW - Railroad grade crossings KW - Vehicle design KW - Vehicle frames UR - http://www.fra.dot.gov/Elib/Document/2115 UR - https://trid.trb.org/view/917890 ER - TY - SER AN - 01158532 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Deformability and Energy Absorption for Optimized End Frame Designs for Passenger Rail Cars PY - 2006/09 SP - 4p AB - At the request of the American Public Transportation Association (APTA), the Office of Research and Development of the Federal Railroad Administration (FRA) sponsored a research initiative to clarify the definition of acceptable large deformations for end frame structural members. This request was prompted by discussions between two operating authorities currently evaluating a newly designed cab car for compliance with the requirements stipulated in the APTA-C&S-S034-99 standard for the design of passenger rail rolling stock and a car manufacturer directed to test the new cab car design. Within the then accepted standard was language requiring the end frame members of a car to maintain connection strength even when experiencing “severe deformations.” The operating authorities and the car manufacturer could not agree on whether or not the quasi-static large deformation tests demonstrated the compliance of the design. This research study addressed the issue raised by comparing the Bombardier’s M7 cab car design with the FRA sponsored state-of-the-art (SOA) end frame design. The SOA design deformed gracefully for large crush distances without experiencing failure at attachment points during the full-scale grade crossing test conducted on June 7, 2002, at the Transportation Technology Center. Models of both the M7 and the SOA end frames were subjected to quasi-static and dynamic loading conditions. Figure 1 shows a comparison of the deformations from the quasi-static testing of the M7 end frame with models where excellent agreement was demonstrated. The results presented served as the technical basis for developing revised language for incorporation into the APTA-C&S-S034 industry standard adopted in 2005 for deformability and energy absorption of end frame members, as well as proposed language for a dynamic performance standard for possible rule text promulgation. KW - Crashworthiness KW - Energy absorption KW - Modulus of deformation KW - Passenger cars KW - Vehicle design KW - Vehicle frames UR - http://www.fra.dot.gov/Elib/Document/2116 UR - https://trid.trb.org/view/918426 ER - TY - SER AN - 01075973 JO - FRA Research Results PB - Federal Railroad Administration TI - Canadian Pacific Railway Investigation of Safety-Related Occurrences Protocol Considered Helpful by Both Labor and Management PY - 2006/09 IS - RR 06-13 SP - 4p AB - The Federal Railroad Administration (FRA) Human Factors Research and Development Program sponsored an Alternative Safety Measures Program designed to explore alternative methods for evaluating whether safety programs improve safety outcomes and the underlying safety culture, and to conduct implementation and impact evaluations of promising safety programs in the railroad industry. The Canadian Auto Workers Union (CAW) and Canadian Pacific Railway (CPR) are interested in learning more about the effectiveness of their safety programs and have provided data for this evaluation. An initial review of surveys, interviews, and focus groups conducted with CPR management and labor employees suggests that the Investigation of Safety-Related Occurrences Protocol (ISROP) program, a standardized process developed by CPR for conducting thorough and systematic incident investigations, is considered more helpful than previous investigation approaches, particularly in identifying contributing factors and corrective actions. On a survey distributed to three CPR Mechanical Services sites where ISROP has been used, respondents indicated that investigations are better “Today” than “Before ISROP”. Additional information about ISROP was obtained through interviews, focus groups, and reports generated during ISROP investigations. Although positive comments about ISROP were provided at each site, some people suggested that it is too time-consuming for less serious injuries and can be confusing for investigators who do not use it often. More detailed analyses will be conducted to learn more about the impact of ISROP. KW - Canadian Pacific Railway Company KW - Culture (Social sciences) KW - Evaluation and assessment KW - Focus groups KW - Incident investigations KW - Incident management KW - Interviewing KW - Investigation of Safety-Related Occurrences Protocol KW - Railroad incidents KW - Safety programs KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/2118 UR - https://trid.trb.org/view/835357 ER - TY - SER AN - 01075969 JO - FRA Research Results PB - Federal Railroad Administration TI - Canadian Pacific Railway Mechanical Services' 5-Alive Safety Program Shows Promise in Reducing Injuries PY - 2006/09 IS - RR 06-14 SP - 4p AB - The Federal Railroad Administration (FRA) Human Factors Research and Development (R&D) Program is sponsoring an Alternative Safety Measures Program to explore alternative methods for evaluating whether safety programs improve safety outcomes and the underlying safety culture, and to conduct implementation and impact evaluations of promising safety programs in the railroad industry. The Canadian Auto Workers Union (CAW) and Canadian Pacific Railway (CPR) are interested in learning more about the effectiveness of their safety programs and have provided data for this evaluation. Early findings from this evaluation, scheduled to continue into 2008, suggest that the 5-Alive safety program at CPR has lowered injury rates, and many employees consider it helpful. The 5-Alive program in CPR Mechanical Services focuses on increasing awareness of and compliance with certain safety rules, which, when violated, have the potential to lead to fatalities and serious injuries. CPR’s 5-Alive program is a component of the Mechanical Services Department's overall safety program. Since 5-Alive was implemented in late 2002, the average monthly FRA-reportable injury rate for all Mechanical Services employees in Canada dropped, and an upward trend in non-FRA-reportable injury rates for the same group of employees leveled off. In interviews and focus groups with CPR management and non-management employees in three Canadian locations, 5-Alive was frequently mentioned as a program that had impacted safety. While some people felt that penalties for violating 5-Alive rules were too harsh and that factors outside 5-Alive rules had a stronger impact on injuries, many felt that 5-Alive practices led to fewer injuries at the railroad. KW - Awareness KW - Canadian Pacific Railway Company KW - Compliance KW - Culture (Social sciences) KW - Evaluation and assessment KW - Focus groups KW - Injury rates KW - Interviewing KW - Safety management KW - Safety programs UR - http://www.fra.dot.gov/Elib/Document/2117 UR - https://trid.trb.org/view/835358 ER - TY - SER AN - 01475776 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas TI - A Pilot Examination of a Joint Railroad Management-Labor Approach to Root Cause Analysis of Accidents, Incidents, and Close Calls in a Diesel and Car Repair Shop Environment PY - 2006/08 SP - 4p AB - A 1-year (yr) pilot study investigated the feasibility and practicality of a joint railroad management-labor approach to root cause analysis (RCA) of accidents, incidents, and close calls in a diesel and car repair shop environment. The primary objective of the study was to evaluate the adequacy and utility of a joint railroad management-labor RCA process. Participating labor and management identified seven RCA opportunities during the study period; however, only one led to investigation. Participants identified a number of barriers that made it difficult for the project to succeed in its current form. Key barriers included a lack of study leadership; poor interaction and communication between labor and management participants and between participants and the employees involved in the accidents, incidents, and close calls; challenges with employee participation; perceived minimal opportunity to conduct RCAs; and complexity of the RCA tools and process. Participants also identified a number of suggestions to address these barriers. Finally, this study identifies additional lessons learned and offers recommendations for future implementation of a joint labor-management RCA process. KW - Automobile repair shops KW - Close calls KW - Crash causes KW - Crash investigation KW - Human error KW - Labor force KW - Lessons learned KW - Managerial personnel KW - Pilot studies KW - Railroad management KW - Railroad safety KW - Root cause analysis UR - http://www.fra.dot.gov/Elib/Document/2113 UR - https://trid.trb.org/view/1245222 ER - TY - RPRT AN - 01206971 AU - Federal Railroad Administration TI - 65 Main-Track Train Collisions, 1997 through 2002: Review, Analysis, Findings, and Recommendations PY - 2006/08//CAWG Final Report SP - 240p AB - The Collision Analysis Working Group (CAWG) reviewed and analyzed 65 main-track train collisions occurring from January 1997 through December 2002. These collisions, of both freight and passenger trains, involved human-factor issues. In this study, the review and analysis process is described and findings and recommendations, based on commonalities, are given to prevent future main-track train collisions. KW - Crashes KW - Freight trains KW - Human factors in crashes KW - Passenger trains KW - Railroad crashes KW - Railroad tracks KW - Recommendations UR - http://ntl.bts.gov/lib/33000/33700/33702/33702.pdf UR - https://trid.trb.org/view/968071 ER - TY - SER AN - 01158561 JO - Research Results PB - Federal Railroad Administration AU - Lee, Sung AU - Federal Railroad Administration TI - Preliminary Evaluation of T-18’s Gage Restraint Measurement System Tests PY - 2006/08 SP - 4p AB - The Office of Research and Development of the Federal Railroad Administration (FRA), with the cooperation of the Union Pacific Railroad (UP), conducted a series of tests to determine if the new Gage Restraint Measurement System (GRMS) vehicle, T-18, can successfully test at 50 miles per hour (mph). The use of a deployable axle on the T-18 has virtually eliminated the risk of wide gage derailment by removing the split axle from the running truck, thus allowing the vehicle to test at higher speeds. Test speeds up to 35 mph are standard for GRMS vehicles owned by various railroads and private companies that provide service to the railway industry. Parameters that were important to successfully test at 50 mph were evaluated during the test along with the detection of any gage widening defects as described in the FRA Track Safety Standards.1 The ability of the load control system to maintain the preset loads within acceptable limits and the unloaded gage measurement system accuracy at higher speeds were the basic concerns. Detection of the same number of defects and the location of these defects at the two test speeds were the parameters used to evaluate GRMS ability to properly test track at higher speeds. Results from the testing indicated that the vehicle could test at 50 mph while detecting track defects found at the standard test speed of 35 mph. The applied loads, especially the vertical load, had a higher standard deviation at the higher speed but were within the variation limit of the T-6 GRMS, the truck mounted split-axle. Although a higher variation existed on the loads, this should not preclude the testing at 50 mph since the new formulation for gage widening ratio (GWR)2 will take into account both the measured vertical and lateral loads. The accuracy of the mechanical unloaded gage measurement system is a concern, but since a laser unloaded gage measurement system is scheduled for installation on the T-18, this is not expected to prohibit to 50 mph testing. Further evaluation and data analysis are planned to obtain a better understanding of T-18’s capabilities and limitations at 50 mph operations. KW - Evaluation and assessment KW - Gage (Rails) KW - Gage restraint KW - Inspection KW - Instrumented vehicles KW - Measurement KW - Railroad tracks UR - http://www.fra.dot.gov/Elib/Document/2119 UR - https://trid.trb.org/view/918431 ER - TY - SER AN - 01158543 JO - Research Results PB - Federal Railroad Administration AU - Plotkin, Donald AU - Federal Railroad Administration TI - A Higher Speed Turnout PY - 2006/08 SP - 4p AB - Travel through the diverging route of a turnout can produce high lateral forces and accelerations, particularly in the areas of the switch point and frog. These higher lateral forces and accelerations require slower operating speeds and have adverse effects on ride quality and component life. This study was aimed at finding a low-cost means to reduce lateral forces and accelerations so that safe speeds through turnouts could be increased. Meeting this objective required that the key turnout dimensions of lead length and frog angle be kept fixed so that no track reconfiguration would be needed and the new design could fit within the existing turnout space. The objective was achieved by reducing the switch angle in the conventional American Railway Engineering and Maintenance of Way Association (AREMA) turnout, along with lengthening the switch points and reshaping and shortening the curved closure. When applied to a No. 20 turnout (Figure 2), dynamic simulations and field measurements showed that this design would allow diverging speeds to be increased from the current limit of 45 mph to 55 mph without producing peak wheel/rail forces and lateral accelerations, which exceed those produced with traditional turnout geometry. KW - Frogs (Railroads) KW - Railroad tracks KW - Speed KW - Switches (Railroads) KW - Track design KW - Turnouts UR - http://www.fra.dot.gov/Elib/Document/2121 UR - https://trid.trb.org/view/918436 ER - TY - RPRT AN - 01041421 AU - daSilva, Marco P AU - Baron, William AU - Carroll, Anya A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Highway Rail-Grade Crossing Safety Research: Railroad Infrastructure Trespassing Detection Systems Research in Pittsford, New York PY - 2006/08//Final Report SP - 50p 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 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 report 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 - Fatalities KW - Infrared imagery KW - Infrastructure KW - Intrusion detection system KW - Loudspeakers KW - Monitoring KW - Motion detectors KW - Pittsford (New York) KW - Railroad bridges KW - Railroad grade crossings KW - Railroad safety KW - Railroads KW - Right of way (Land) KW - Security KW - Trespassers KW - Video cameras UR - http://www.fra.dot.gov/Elib/Document/2551 UR - https://trid.trb.org/view/795856 ER - TY - RPRT AN - 01036475 AU - Federal Railroad Administration TI - Impact of Blocked Highway/Rail Grade Crossings on Emergency Response Services PY - 2006/08 SP - 62p AB - This report, prepared in response to a congressional request, examines the impacts of blocked highway-railroad grade crossings on emergency response providers. In the report, the Federal Railroad Administration identifies the principal causes of blocked grade crossings and reports on possible solutions. The report presents a number of case studies of communities that have experienced blocked grade crossings and solutions that have either been implemented or are in the process of being developed. KW - Case studies KW - Emergency medical services KW - Emergency response services KW - Emergency vehicles KW - Problem identification KW - Problem solving KW - Railroad grade crossing blockage KW - Railroad grade crossings UR - http://www.iowadot.gov/iowarail/resources/publications/blocked_crossings_emergency_response.pdf UR - https://trid.trb.org/view/793275 ER - TY - SER AN - 01475759 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas TI - Yardmasters and Yard Safety in the U.S. Railroad Industry: An Exploratory Study PY - 2006/07 SP - 4p AB - This report presents the results of an exploratory study of railroad yardmasters. The purpose was to identify issues and risks associated with yardmaster tasks and responsibilities that have the potential to compromise safety in railroad classification (switching) yards. The Federal Railroad Administration (FRA) train accident and incident data for one year were analyzed to determine the involvement of yardmasters in train accidents and injuries, and focus groups were conducted with yardmasters to learn more about yardmaster tasks and responsibilities and determine yardmasters’ role in yard switching safety. Analysis of the 2004 FRA train accident/incident data indicates that yardmasters contributed to less than one-fifth of 1 percent of reportable train accidents (7 out of 3,775) and one-fifth of 1 percent of all employee-on-duty injuries (13 out of 5,693). Fifty-six yardmasters participated in nine focus groups conducted in three U.S. cities. Focus groups addressed five topic groupings: training and experience; communications and information flow; stress, distractions, difficulties, and workload; fatigue, staffing, and work schedules; and best practices and lessons learned. Yardmasters discussed a number of issues related to each topic, and they identified numerous lessons learned and best practices. Lastly, several future studies are proposed to further enhance FRA’s understanding of the yardmaster’s role in railroad yard switching safety. KW - Best practices KW - Crash data KW - Exploratory studies KW - Focus groups KW - Railroad crashes KW - Railroad safety KW - Switching KW - Training KW - Yard operations KW - Yardmasters UR - http://www.fra.dot.gov/Elib/Document/2122 UR - https://trid.trb.org/view/1245223 ER - TY - SER AN - 01158531 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - Real-Time Vertical Track Modulus Measurement System from a Moving Railcar PY - 2006/07 SP - 4p AB - Track modulus is a measure of vertical roadbed stiffness and is an important parameter in track quality and performance. Modulus is defined by the ratio of rail deflection to the vertical contact pressure between rail base and track foundation. This project is to develop a system for on-board, real-time, non-contact measurement of track modulus. A major challenge in measuring track modulus from a moving rail car has been the lack of stable reference for the measurements. The proposed system is based on measurements of the relative displacement between the track and the wheel/rail contact point. A laser-based vision system was developed to measure this relative displacement and a mathematical model was used to estimate track modulus from the relative displacement. Analysis and dynamic simulations of a moving car were performed to evaluate the design and sensitivity of the proposed system and to demonstrate the effectiveness of the system. Results of preliminary field tests for a slow (<10 mph) moving railcar over various sections of track, including road crossings, rail joints, and bridges, showed excellent agreement with independent way-side measurements. KW - Measurement KW - Railroad tracks KW - Real time information KW - Stiffness KW - Subgrade (Pavements) KW - Track modulus UR - http://www.fra.dot.gov/Elib/Document/2123 UR - https://trid.trb.org/view/918460 ER - TY - RPRT AN - 01051561 AU - Garcia, Greg AU - Zhang, Jinchi AU - Association of American Railroads AU - Federal Railroad Administration TI - Application of Ultrasonic Phased Arrays for Rail Flaw Inspection PY - 2006/07 SP - 43p AB - The average number of Federal Railroad Administration’s (FRA) reportable broken rail-related derailments between 1995 and 2005 was approximately 28 annually. The annual property damage resulting from the accidents was approximately $35 million Programs cosponsored by FRA and the Association of American Railroads are directed at determining causes of internal rail flaws and identifying applicable nondestructive testing (NDT) technologies that can detect the flaws. Through continued efforts from the joint research program, the development and implementation of improved rail metallurgies and maintenance programs are expected to decrease rail flaws. In addition, through increased reliability of flaw detection technologies, a decrease in rail failures and accidents is expected. The research programs also continue the identification, evaluation, and development of emerging NDT technologies applicable to increased rail flaw detection reliability. Technologies investigated to date include laser-generated ultrasound, low-frequency eddy current, guided ultrasonic waves using magnetostrictive sensors, and ultrasonic phased arrays. Scanning capabilities for phased-array technologies do not currently accommodate real-time dynamic rail inspection at speeds greater than 5 mph. But the method has demonstrated its feasibility for Web, base, and head inspection focused on flaw sizing and characterization. This report provides the results of research sponsored by FRA, through the Transportation Technology Center, Inc., regarding the application of phased-array ultrasonic technology to inspect rail for service induced transverse defects in the head of the rail. KW - Defects KW - Derailments KW - Nondestructive tests KW - Phased arrays KW - Rail (Railroads) KW - Railroad crashes KW - Speed KW - Technology KW - Time of flight diffraction KW - Ultrasonic phased arrays UR - http://www.fra.dot.gov/Elib/Document/1195 UR - https://trid.trb.org/view/809374 ER - TY - SER AN - 01475775 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas TI - Work Schedules and Sleep Patterns of Railroad Maintenance of Way Workers PY - 2006/06 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 maintenance of way (MOW) workers and to examine the relationship between these schedules and level of alertness of the individuals working the schedules. The methodology for this study was a survey of a random sample of currently working U.S. MOW workers who completed a background survey and kept a daily log for 2 weeks. MOW workers are a predominantly healthy male population. They work either production (construction) or non-production (maintenance) jobs. Within each of these categories, some jobs involve work on track infrastructure and others involve work on bridges and buildings. Both production and non-production workers get the same amount of nighttime sleep but their sleep on workdays is far less than U.S. adult norms. While 39 percent of U.S. adults get less than 7 hours of sleep on workdays, 66 percent of MOW workers have this amount of sleep. Nearly a quarter of non-production MOW workers and 16 percent of production workers experienced start time variability at least once during the study period, most likely as a result of an emergency call or unscheduled work period. Many MOW jobs require travel on personal time to an out-of-town lodging or rally point. Overall, 24 percent reported this type of travel. The study examined several possible explanatory factors for daytime alertness levels. While the correlations were statistically significant, the relationships were weak. Based on the experience of this study, several methodological changes are suggested for future studies of this type. KW - Alertness KW - Fatigue (Physiological condition) KW - Maintenance of way KW - Maintenance personnel KW - Males KW - Railroad construction KW - Sleep KW - Sleep disorders KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/2126 UR - https://trid.trb.org/view/1245224 ER - TY - SER AN - 01158559 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Effectiveness of Alternative Rail Passenger Equipment Crashworthiness Strategies PY - 2006/06 SP - 4p AB - Comparisons of passenger equipment in a train-to-train in-line collision are evaluated for the following three crashworthiness strategies: (1) Push vs. Pull Operation (Cab Car-led vs. Locomotive-led Consists); (2) Conventional vs. Crash Energy Management (CEM) Consists; and (3) Incremental CEM vs. Full-CEM. Five cases using combinations of these three strategies are evaluated. The collision scenario for each case analyzed is a train-to-train collision between similar trains. The impact velocity ranges from 10 to 40 mph. The following five cases are evaluated: 1. All conventional cars with a cab car leading (baseline case); 2. All conventional cars with a locomotive leading; 3. Conventional coach cars with pushback couplers, with CEM cab car leading; 4. All CEM cars with a cab car leading; and 5. All CEM cars with a locomotive leading. Probability of serious injuries and fatalities are calculated based on calculated car crush and injury values. The maximum impact speed, at which all occupants are expected to survive, is calculated for each case. Of the five cases evaluated, the scenario of a cab car-led conventional consist represents the baseline level of crashworthiness. The highest levels of crashworthiness are achieved by a consist of all CEM cars with a locomotive leading, followed by all CEM cars with a cab car leading. The results indicate that incremental improvements in collision safety can be made by judiciously applying different combinations of these crashworthiness strategies. A CEM cab car leading conventional cars that are modified with pushback couplers enhances the level of crashworthiness over a conventional cab car-led consist and provides a level of crashworthiness equal to a locomotive leading conventional passenger cars. KW - Countermeasures KW - Crash energy management KW - Crash injury research KW - Crashworthiness KW - Push pull trains KW - Railroad cars KW - Railroad safety KW - Strategic planning UR - http://www.fra.dot.gov/Elib/Document/2125 UR - https://trid.trb.org/view/918598 ER - TY - RPRT AN - 01155061 AU - Morgan, Curtis A AU - Olson, Leslie E AU - Kyte, Tobin B AU - Roop, Stephen S AU - Carlisle, Todd D AU - Texas Transportation Institute AU - Federal Railroad Administration TI - Rail Crew Resource Management (CRM): Survey of Teams in the Railroad Operating Environment and Identification of Available CRM Training Methods PY - 2006/06//Final Report SP - 101p AB - This report summarizes the work undertaken by the Texas Transportation Institute to document the common teams or crews that are present within the rail industry and to evaluate the existing crew resource management (CRM) training methods used in other industries for their applicability to those railroad teams. Several railroads were visited in order to identify railroad crews, and an extensive literature search was performed to classify the broad variety of CRM training methods available. Facilities of five different railroad types were visited to gain a cross-sectional picture of the teams in the rail industry. These railroads included an eastern Class I railroad, a western Class I railroad, a shortline railroad, an urban commuter railroad, and an inter-city passenger railroad. Methods of CRM training from the commercial airline industry, the military, the medical field, the offshore oil production industry, and the nuclear power industry as well as existing railroad CRM training courses were examined concerning their application to the existing teams found during the site visits. Recommendations regarding the appropriate training methods for each railroad team are then made. This report also presents several requirements to develop a fully implemented CRM program in the rail industry. KW - Crew resource management (Railroads) KW - Education and training methods KW - Train crews KW - Training UR - http://www.fra.dot.gov/Elib/Document/1202 UR - https://trid.trb.org/view/915776 ER - TY - RPRT AN - 01051546 AU - Prabhakaran, Anand AU - Trent, Robert AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Impact Performance of Draft Gears in 263,000 Pound Gross Rail Load and 286,000 Pound Gross Rail Load Tank Car Service PY - 2006/06 SP - 41p AB - This project quantified the impact performance of draft gears on tank cars for both the 263,000 and 286,000 gross rail load (GRL) conditions and the corresponding effect on the structural integrity of stub sills. Full-scale physical impact testing with an instrumented tank car for the 263,000 GRL case using 6 different draft gear combinations of prime, average, and soft draft gear conditions were performed Impact speeds of 2 to 9 mph were tested. Loss in draft gear performance with age/use along with performance comparisons of draft gears qualified under M-901G versus M-901E were obtained. Test results from the 263,000 GRL cars are presented and used to validate an finite element analysis model with scaled up car mass to predict draft gear performance for the 286,000 GRL case. This study showed that draft gears in prime condition are the most effective at reducing car impact forces, especially at higher speeds where the most damage occurs. Draft gears in the soft condition provided the least protection M-901G gears offered better performance at the higher speeds of interest than the M-901E gears. The average setup, a combination of soft and prime gears, performed better than soft gear setup. KW - Draft gears KW - Finite element method KW - Gears KW - Gross rail load KW - Railroad safety KW - Speed KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1196 UR - https://trid.trb.org/view/809375 ER - TY - RPRT AN - 01039096 AU - Morgan, Curtis A AU - Olson, Leslie E AU - Kyte, Tobin B AU - Roop, Stephen S AU - Carlisle, Todd D AU - Texas Transportation Institute AU - Federal Railroad Administration TI - Railroad Crew Resource Management (CRM): Survey of Teams in the Railroad Operating Environment and Identification of Available CRM Training Methods PY - 2006/06//Research Report SP - 99p AB - This report summarizes the work undertaken by the Texas Transportation Institute to document the common teams or crews that are present within the rail industry and to evaluate the existing crew resource management (CRM) training methods used in other industries for their applicability to those railroad teams. Several railroads were visited in order to identify railroad crews, and an extensive literature search was performed to classify the broad variety of CRM training methods available. Facilities of five different railroad types were visited to gain a cross-sectional picture of the teams in the rail industry. These railroads included an eastern Class I railroad, a western Class I railroad, a shortline railroad, an urban commuter railroad, and an inter-city passenger railroad. Methods of CRM training from the commercial airline industry, the military, the medical field, the offshore oil production industry, and the nuclear power industry as well as existing railroad CRM training courses were examined concerning their application to the existing teams found during the site visits. Recommendations regarding the appropriate training methods for each railroad team are then made. This report also presents several requirements to develop a fully implemented CRM program in the rail industry. KW - Class I railroads KW - Commuter trains KW - Crew resource management (Railroads) KW - Education and training methods KW - Intercity passenger rail KW - Literature reviews KW - Railroad crews KW - Recommendations KW - Short line railroads KW - Surveys KW - Training KW - Urban areas UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/795514 ER - TY - RPRT AN - 01029719 AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Report to the House and Senate Appropriations Committees: The Safety of Push-Pull and Multiple-Unit Locomotive Passenger Rail Operations PY - 2006/06 SP - 81p AB - This report contains the results of a study by the Federal Railroad Administration (FRA) on the safety of push-pull and multiple-unit (MU) locomotive passenger rail operations. The report addresses the following two questions: (1) Based on recent accidents, is there any difference in the likelihood of derailment resulting from a highway-rail grade crossing collision between a conventional locomotive-led train and a cab car- or MU locomotive-led train? (2) Assuming that a collision or derailment occurs, is there any difference in the severity of accident consequences between a conventional locomotive-led train and a car car- or MU locomotive-led train? No statistically significant difference was found among the derailment histories for the modes of operation. The accident record did show a higher fatality rate for occupants of cab car-led trains than occupants of conventional locomotive-led trains in commuter service. Yet, MU locomotive-led trains compiled a superior safety record and experienced a fatality rate less than conventional locomotive-led trains or any competing mode of transportation. The report explains that passenger rail safety is achieved through prevention, mitigation, and response. The report details actions by FRA and passenger railroads to reduce the risk to passengers and crewmembers. The actions include wider deployment of positive train control systems, improvements in highway-rail grade crossing safety, advances in passenger equipment crashworthiness, the introduction of crash energy management features, and better emergency preparedness. KW - Crash energy management KW - Crash severity KW - Crashworthiness KW - Derailments KW - Disaster preparedness KW - Fatalities KW - Multiple unit locomotives KW - Passenger trains KW - Positive train control KW - Push pull trains KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety UR - http://www.thetransitcoalition.us/newspdf/fra20060626c.pdf UR - https://trid.trb.org/view/786665 ER - TY - SER AN - 01158563 JO - Research Results PB - Federal Railroad Administration AU - Tsai, N Thomas AU - Markos, Stephanie H AU - Federal Railroad Administration TI - Passenger Rail Car Egress Time Prediction PY - 2006/05 SP - 4p AB - The FRA is investigating how to improve rule provisions addressing the safe, timely, and effective emergency evacuation of intercity and commuter rail passengers in various emergency scenarios. A variety of evacuation concepts, strategies, and techniques for applicability to U.S. rail passenger cars are being investigated and evaluated. Under the sponsorship of the FRA, the Volpe Center conducted a series of twelve commuter rail car passenger egress tests involving 86 passenger subjects, in cooperation with the Massachusetts Bay Transportation Authority (MBTA), at North Station, Boston, MA, USA, on August 25, 2005. The egress experiment time data are intended to be used as an input to a computer egress model in order to predict emergency evacuation time for various car configurations. Additional egress experiments are planned. Preliminary egress experiment results indicated consistent egress times by subjects for all trials with very small learning effects and no fatigue effect. In addition, subject flow rates were less than those at previous train egress trials since no incentives were given and subjects were instructed not to push. No significant difference was observed between normal and emergency lighting conditions. The egress times for 84 passengers averaged 58 seconds using 2 side doors to a high platform, and 1 minute and 40 seconds, using either a single side door to a high platform or an end door to the adjacent car. KW - Disaster preparedness KW - Emergency exits KW - Evacuation KW - Passenger cars KW - Railroad cars KW - Railroad commuter service KW - Rapid transit cars KW - Time duration UR - http://www.fra.dot.gov/Elib/Document/2127 UR - https://trid.trb.org/view/918599 ER - TY - RPRT AN - 01153530 AU - Booz Allen Hamilton AU - Federal Railroad Administration TI - ECP Brake System for Freight Service PY - 2006/05//Final Report SP - 78p AB - Electronically Controlled Pneumatic (ECP) brakes are a tested technology that offers major benefits in freight train handling, car maintenance, fuel savings, and network capacity. Their use could significantly enhance rail safety and efficiency. The expected benefits of ECP braking technology appear to justify the investment, provided that the conversion is focused first on the high-mileage, unit-train-type services that would most benefit from its use, and subsequent conversions incorporate lessons learned. The challenge of ECP brake implementation is threefold: 1) How to equitably distribute the ECP brake benefits and conversion costs that fall unevenly between the freight railroads and private car owners; 2) How to focus ECP brake conversion on the particular types of trains and corridors that would most benefit from the technology without disrupting capacity-constrained rail freight operations; and 3) How to manage the operating mix of ECP brake and non-ECP brake cars and locomotives during a lengthy conversion process. This report by Booz Allen Hamilton (Booz Allen) for the Federal Railroad Administration (FRA) addresses these considerations, and presents three alternative plans for ECP brake implementation, as well as a recommended approach. KW - Brakes KW - Electronically controlled pneumatic brakes KW - Freight traffic KW - Freight trains KW - Locomotives KW - Railroad safety KW - Train makeup UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/914838 ER - TY - RPRT AN - 01135479 AU - Federal Railroad Administration TI - Pilot Programs for Emergency Notification Systems at Highway-Rail Grade Crossings PY - 2006/05 SP - 37p AB - In 1983, Texas established the first toll-free call-in program for the public to notify a State call center of problems at highway-rail crossings (crossings) equipped with automated warning devices. The State Call Center in turn notified the railroad involved. The call-in system required that a sign be posted at the crossing with the crossings unique identifying number under the U.S. Department of Transportation (DOT) National Crossing Inventory (Inventory), as well as a toll-free 1-800 telephone number. At the States Emergency Management Center there was a dedicated computer with a modified inventory data base that facilitated the call recipients identification of the relevant crossing and railroad. The Center operator then called the railroad and relayed the reported problem. Today, the Texas system handles more than 1,200 calls per month for the States public and private crossings, even though only those crossings equipped with active warning devices are equipped with the signs containing the call centers toll-free telephone number. Following the successful establishment of this program in Texas, at the urging of the Federal Railroad Administration (FRA) and the National Transportation Safety Board (NTSB), our Nations major railroads have adopted similar systems for their crossings, sometimes including all crossings, i.e., not limited to just public crossings or to just those equipped with active warning devices. Currently, approximately 50 percent of all crossings are included in such a system. Over 90,000 crossings belonging to our Nation's 600 short line railroads are not included, however. Most of these railroads do not have 24-hour operations, and most do not have the resources to establish such a call-in program. In 1994, Congress directed FRA to conduct pilot emergency notification system (ENS) projects in at least two States to demonstrate the efficiency of such programs. Funding for this effort was provided in Fiscal Year 1997. Initial efforts were spent in a cooperative effort with the Texas Department of Emergency Management evaluating the Texas system. Texas was designated one of the pilot States, and an extensive list of software, hardware, and operating improvements was developed. KW - Automation KW - Emergency notification systems KW - Grade crossing protection systems KW - Modernization KW - Railroad grade crossings KW - Texas KW - Traffic safety KW - Warning systems UR - http://www.fra.dot.gov/eLib/Details/L03056 UR - https://trid.trb.org/view/894376 ER - TY - RPRT AN - 01039101 AU - Reinach, Stephen AU - Fadden, Steven AU - Gamst, Frederick AU - Acton, Sarah AU - Bartlett, Simon AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - A Comparative Risk Assessment of Remote Control Locomotive Operations versus Conventional Yard Switching Operations PY - 2006/05//Final Report SP - 201p AB - This report presents a comparative risk assessment of U.S. remote control locomotive (RCL) and conventional yard switching operations. First, a hierarchical task analysis (HTA) was conducted to provide a detailed description of yard switching tasks. Based on the HTA results, a preliminary hazard analysis (PHA) and human reliability assessment (HRA) were performed. For each method of switching operation, the PHA identified a worst credible scenario for 19 potential outcomes. Each scenario was assigned a risk score based on an assessment of the likelihood of occurrence and potential severity. The HRA consisted of two complementary techniques: the Human Error Assessment and Reduction Technique (HEART) and Absolute Probability Judgment (APJ). A set of yard operating scenarios was developed to provide the basis for the HEART and APJ assessments. Analysis of PHA variables indicated that the 19 RCL worst credible scenarios yielded higher risk scores compared to similar conventional worst credible scenarios. The HEART assessment did not reveal any differences between the two methods of operation in terms of human error probabilities (HEP). Substantial variability existed in HEP assignments between HEART assessors, suggesting that HEART may be inappropriate as an HRA technique for the railroad yard switching environment. Fourteen railroad operating employees participated in four APJ assessments. While individual HEP values varied across a large range, the patterns in the data show a trend toward greater HEP for RCL scenarios. The HEART and APJ data, however, should be considered preliminary and interpreted with caution, due to the study’s subjective nature, numerous study limitations, and methodological challenges. These limitations and challenges are discussed. KW - Hierarchical models KW - Human error KW - Judgment (Human characteristics) KW - Locomotive operations KW - Probability KW - Railroad safety KW - Railroad yards KW - Reliability KW - Remote control KW - Risk assessment KW - Switching locomotives KW - Yard operations UR - http://www.fra.dot.gov/Elib/Document/1203 UR - https://trid.trb.org/view/795516 ER - TY - RPRT AN - 01039095 AU - Reinach, Stephen AU - Acton, Sarah AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Remote Control Locomotive Operations: Results of Focus Groups with Remote Control Operators in the United States and Canada PY - 2006/05//Final Report SP - 69p AB - This report presents findings from focus groups with remote control operators (RCOs) in the United States and Canada. The purpose was to learn more about remote control locomotive (RCL) operations safety-related issues, lessons learned, and best practices from those most familiar with the equipment and operations. Seventy-eight RCOs participated in 12 focus groups conducted in four cities. Focus groups addressed five themes: RCL implementation, training, current RCL operations, prior operating experience, and future RCL operations. RCOs identified and discussed a number of issues related to each theme and suggested changes for the future. Key themes based on RCO perceptions and experiences include the following: adequacy of RCO training, reliability of RCL equipment, and RCO situation awareness. RCO suggestions addressed these key themes, for example, improve RCO training. RCOs also noted three primary areas where improvements should be made before RCL operations are considered for service outside yards. They are improved training, more reliable equipment, and greater control over the RCL and consist. Lastly, several future studies are proposed to further enhance the Federal Railroad Administration’s understanding of RCL operations. KW - Awareness KW - Best practices KW - Canada KW - Equipment KW - Experience KW - Focus groups KW - Future KW - Implementation KW - Lessons learned KW - Locomotive operations KW - Operators (Persons) KW - Railroad safety KW - Reliability KW - Remote control KW - Training KW - United States UR - http://www.fra.dot.gov/Elib/Document/1204 UR - https://trid.trb.org/view/795536 ER - TY - RPRT AN - 01039082 AU - Reinach, Stephen AU - Viale, Alex AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - Human Factors Root Cause Analysis of Accidents/Incidents Involving Remote Control Locomotive Operations PY - 2006/05//Final Report SP - 184p AB - This report presents findings from a human factors root cause analysis (RCA) of six train accidents/incidents—collisions, derailments, and employee injuries—that involved remote control locomotive (RCL) operations in U.S. railroad switching yards. Descriptive data from participating railroads were collected on all Federal Railroad Administration reportable RCL accidents/incidents from May 1 to October 31, 2004. RCA were performed on six RCL accidents/incidents (case studies) to examine some of the factors that contributed to the events in further detail. RCA data collection and analysis tools were developed based on a modified version of the Human Factors Analysis and Classification System (HFACS-RR) to provide a theoretical foundation to the RCA. HFACS-RR identifies 23 unique categories of accident/incident contributing factors among five different levels of a system. Participating railroads reported a total of 67 RCL accidents/incidents: 29 collisions, 25 derailments, and 13 employee injuries. RCA were conducted on three collisions, two derailments, and one employee injury. A total of 36 probable contributing factors were identified among the 6 RCA, and 33 of these were concentrated among 6 HFACS-RR categories: technological environment (8), skill-based errors (7), the organizational process (6), inadequate supervision (5), decision errors (4), and resource management (3). Loss of remote control operator (RCO) situation awareness was a significant factor in five of the six accidents/incidents. Based on an analysis of all of the contributing factors, several key safety issues emerged: loss of RCO situation awareness, insufficient training, inadequate staffing and pairing of inexperienced crewmembers, and inadequate practices and procedures governing RCL operations and the use of RCL technology, including pullback protection. This report suggests recommendations for future research to enhance RCL operations safety. KW - Awareness KW - Case studies KW - Crash analysis KW - Crash causes KW - Crashes KW - Data collection KW - Decision making KW - Derailments KW - Employees KW - Error analysis KW - Errors KW - Human factors KW - Human Factors Analysis and Classification System KW - Incidents KW - Injuries KW - Locomotive operations KW - Motor skills KW - Organizational factors KW - Railroad crashes KW - Railroad safety KW - Railroad yards KW - Remote control KW - Resource management KW - Root cause analysis KW - Supervision KW - Switching KW - Technology KW - United States UR - http://www.fra.dot.gov/Elib/Document/1207 UR - https://trid.trb.org/view/795537 ER - TY - SER AN - 01475586 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Conklin, John AU - Federal Railroad Administration TI - Human Factors Root Cause Analysis Of Accidents/Incidents Involving Remote Control Locomotive Operations PY - 2006/04 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development sponsored a project to learn more about human factors root cause analysis (RCA) of six train accidents/incidents - collisions, derailments, and employee injuries - involving remote control locomotive (RCL) operations in U.S. railroad switching yards. Descriptive data from participating railroads were collected on all FRA reportable RCL accidents/incidents from May to October 2004. RCA were performed on six RCL accidents/incidents (case studies) to examine factors that contributed to each accident/incident. RCA data collection and analysis tools were developed based on a modified version of the Human Factors Analysis and Classification System (HFACS-RR) to provide a theoretical foundation to the RCA. A total of 67 RCL accidents/incidents were reported by participating railroads: 29 collisions, 25 derailments, and 13 employee injuries. RCA were conducted on three collisions, two derailments and one injury. A total of 36 probable contributing factors were identified among the six case studies, and 33 of these were concentrated among six HFACS-RR categories: the technological environment (8), skill-based errors (7), the organizational process (6), inadequate supervision (5), decision errors (4), and resource management (3). Based on an analysis of all of the contributing factors, several key safety issues emerged: loss of remote control operator (RCO – Figure 1) situation awareness, insufficient training, inadequate staffing and pairing of inexperienced crew members, and inadequate practices and procedures governing RCL operations and the use of RCL technology, including pullback protection. KW - Crash analysis KW - Derailments KW - Human factors KW - Railroad crashes KW - Railroad safety KW - Railroad yards KW - Remote control UR - http://www.fra.dot.gov/Elib/Document/2142 UR - https://trid.trb.org/view/1245226 ER - TY - SER AN - 01158550 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Passenger Rail Car Evacuation Simulator PY - 2006/04 SP - 4p AB - The Office of Research and Development of the Federal Railroad Administration (FRA) is investigating how to improve rule provisions addressing the safe, timely, and effective emergency evacuation of occupants from rail passenger vehicles in various emergency scenarios. A variety of evacuation concepts, strategies, and techniques for applicability to U.S. rail passenger cars are being investigated and evaluated. Under the sponsorship of the FRA, and with the partnership of the Washington Metropolitan Area Transit Authority (WMATA) and New Jersey Transit, an Emergency Evacuation Simulator (Rollover Rig) for passenger cars was constructed at the Carmen E. Turner Training Facility, located in Landover, MD. The original idea for this rotating rail car came from a British design built to evaluate evacuation equipment and scenarios. The FRA Simulator can “roll” the car “over” in 10-degree increments in place to simulate rail car positions after derailments or other rail accidents. The Simulator is intended for use as a training tool by emergency response organizations, and for equipment designers to evaluate different types of emergency equipment. KW - Disaster preparedness KW - Emergency management KW - Evacuation KW - Passenger cars KW - Rail transit KW - Railroad simulators KW - Railroads KW - Training simulators UR - http://www.fra.dot.gov/Elib/Document/2124 UR - https://trid.trb.org/view/918461 ER - TY - RPRT AN - 01051582 AU - Oldknow, Kevin AU - Reiff, Richard AU - Association of American Railroads AU - Kelsan Technologies AU - Federal Railroad Administration TI - Use of Dynamic Rail Deflection as a Means of Determining Changes in Top of Rail Friction PY - 2006/04//Final Report SP - 35p AB - To determine if the use of dynamic rail deflection (RDG) data can be used to determine the effectiveness of top of rail (TOR) systems. Transportation Technology Center, Inc. and Kelsan Technologies Corporation, with funding from the Federal Railroad Administration (FRA), engaged in a collaborative effort to assess the suitability of RDGs in assessing TOR friction modifier effectiveness Phase I of the test plan, included in this report, involved testing at the FRA’s Facility for Accelerated Service Testing at the Transportation Technology Center, Pueblo, CO, using existing lubrication equipment to produce a range of lateral forces and correlate RDG response with truck performance detector measurements. KW - Accelerated tests KW - Deflection KW - Pueblo (Colorado) KW - Rail (Railroads) KW - Rail lubrication KW - Test procedures KW - Top of rail friction UR - http://www.fra.dot.gov/Elib/Document/1198 UR - https://trid.trb.org/view/809376 ER - TY - SER AN - 01158564 JO - Research Results PB - Federal Railroad Administration AU - Tajaddini, Ali AU - Federal Railroad Administration TI - Video System for Joint Bar Inspection PY - 2006/03 SP - 4p AB - An automated video inspection system of joint bars has been developed and successfully field evaluated to detect cracked joint bars. The Federal Railroad Administration (FRA), Office of Research and Development, and ENSCO, INC jointly funded this research effort. The system utilizes high-resolution scan line cameras and two joint bar detection laser sensors mounted on a hi-railer. In two field demonstrations, the system detected cracks in joint bars with acceptably low false alarm rates (40 percent of detected cracks were confirmed and 60 percent were rejected by the system operators). Though the system missed 15 percent of the cracks, none of the missed cracks were center cracks. The crack detection algorithm is being refined and tested to reduce the number of missed cracks and false detections caused by high ballasts and vegetation, grease, mud, or other conditions on or near joint bars. KW - Inspection KW - Inspection cars KW - Maintenance of way KW - Railroad ties KW - Tie bars KW - Video imaging detectors UR - http://www.fra.dot.gov/Elib/Document/2128 UR - https://trid.trb.org/view/918600 ER - TY - RPRT AN - 01135502 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-102, Union Pacific, Peck, Kansas, December 22, 2006 PY - 2006/03 SP - 6p AB - At 2 a.m. (c.s.t.), on December 22, 2006, Union Pacific Railroad Company (UP) northbound local freight Train Symbol LV054-21 collided with empty UP rock Train Symbol RWTCK-21. The collision occurred at milepost 267.5 on the Enid Subdivision of the Wichita Service Unit, at Riverdale, Kansas, 23 miles south of Wichita, Kansas. Two locomotives and one car on the northbound freight train derailed with no hazardous material release, resulting in $401,935 damage to track and equipment. All four crew members were taken for treatment of minor injuries and for Federal Railroad Administration (FRA) Post-Accident Toxicological Testing. The weather was dark and cloudy and the temperature was 40 degrees Fahrenheit. The probable cause of the accident was failure of southbound Train Symbol RWTCK-21 to stop in the clear of the main track. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Kansas KW - Railroad crashes KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/892924 ER - TY - RPRT AN - 01039104 AU - Borener, Sherry AU - Baker, Gary AU - Hitz, John AU - Meltzer, Neil AU - Talamini, Brandon AU - Coltman, Michael AU - Haines, Marsha AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Comparative Safety of the Transport of High-Level Radioactive Materials on Dedicated, Key, and Regular Trains PY - 2006/03//Technical Study SP - 196p AB - This study compares the risks in transporting spent nuclear fuel and high-level radioactive waste under three rail shipment alternatives: 1) regular train service, operating without restrictions with the exception of current hazardous materials regulations; 2) dedicated train service, operating with consist and operational restrictions; and 3) key train service, similar to regular train service with the additional speed limitation of 50 mph. Dedicated train shipments have a lower overall radioactivity exposure risk during incident-free transport than shipments by regular or key trains; the advantage is primarily derived from the differences in the duration and frequency of yard visits, which account for a significant portion of total exposure for impacted populations. Crew population doses, however, are higher for dedicated trains because of crews working closer to the cask. Estimated population group exposures are low and do not include any additional protective measures, which may be implemented to mitigate exposure. The accident analysis estimated the difference in accident probability between dedicated, regular, and key trains, and it identified two significant risks potentially impacting the cask—high-speed collisions and derailments, and long duration, high-temperature HAZMAT-involved fires. The analysis shows that speed restrictions reduce collision probability at high speeds and result in an overall reduction in the derailment rate. Dedicated trains reduce the likelihood of high-temperature fires due to lessened exposure to other hazardous material. The risk for loss of shielding accidents is shown to be lower for the shorter dedicated trains due to the decreased number of potentially derailed cars. KW - Casks KW - Crash analysis KW - Dedicated train service KW - Derailments KW - Exposure KW - Fires KW - Freight transportation KW - Hazardous materials KW - High speed crashes KW - High temperature KW - Key train service KW - Radiation shielding KW - Radioactive materials KW - Railroad crashes KW - Railroad safety KW - Railroad transportation KW - Regular train service KW - Risk analysis KW - Spent reactor fuels KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/1427 UR - http://ntl.bts.gov/lib/34000/34500/34511/DOT-VNTSC-FRA-05-06.pdf UR - https://trid.trb.org/view/795105 ER - TY - RPRT AN - 01026412 AU - Federal Railroad Administration TI - Safety of Remote Control Locomotive (RCL) Operations PY - 2006/03//Final Report SP - 93p AB - This report addresses the congressional request that the Federal Railroad Administration (FRA) conduct an assessment of the impact of remote control locomotive (RCL) operations on safety. The FRA has completed the RCL safety assessment. Based on the data collected from December 2003 through December 2004 (this period begins where the interim report period ended), RCL and conventional train accident rates were virtually identical for those major railroads that made extensive use of both types of operations. For the industry as a whole, RCL train accident rates were approximately 25% higher than the train accident rates for conventional switching operations, i.e., 22.42 vs. 17.89 accidents per million yard switching miles (MYSM). The higher rate for RCL operations is largely because the railroad that historically has had the lowest human factor train accident rate relies almost exclusively on conventional switching. Employee injury rates were approximately 20% lower for RCL operations than for conventional switching operations, i.e., 6.49 vs. 8.14/MYSM, an effect that may be in part attributable to crew size. KW - Crash rates KW - Injury rates KW - Locomotive operations KW - Railroad safety KW - Remote control KW - Switching KW - Technological innovations UR - http://www.hsdl.org/?view&did=15702 UR - https://trid.trb.org/view/783513 ER - TY - SER AN - 01158526 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - Fracture and Fatigue Damage Tolerance of Bainitic and Pearlitic Rail Steels PY - 2006/02 SP - 4p AB - The Federal Railroad Administration sponsored a research project to investigate the fracture and fatigue damage tolerance of baintic steels. Low carbon baintic steel shows promising potential, especially in critical components such as frogs and switches. The study examined the microstructure – fracture and fatigue damage tolerance relationships of bainitic rail steel in comparison with pearlitic rail steel. It was found that the bainitic microstructure consists of a mixture of tempered martensite and ferrite associated with intralath carbides. The pearlitic microstructure consists of fine lamellar aggregate of very soft and ductile ferrite and very hard carbide. The J6 bainitic steel studied in the present work has ultimate strength, yield strength and elongation to failure of about 1500MPa, 1100MPa and 13% respectively. These values are higher than those for pearlitic steel. The bainitic steel exhibits a higher rate of crack deceleration in the second stage, as indicated by the lower slope of the fatigue crack propagation kinetics curve in comparison with the pearlitic steel. This attests to the superior fatigue damage tolerance of the bainitic rail steel and provides evidence to support the superior rolling fatigue damage tolerance of the bainitic rail steel reported in the literature. KW - Bainitic steel KW - Fatigue (Mechanics) KW - Fracture mechanics KW - Pearlitic steel KW - Rail steel KW - Tolerances (Engineering) UR - http://www.fra.dot.gov/Elib/Document/2136 UR - https://trid.trb.org/view/918601 ER - TY - SER AN - 01475467 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Conklin, John AU - Federal Railroad Administration TI - A Comparative Risk Assessment of Remote Control Locomotive Operations versus Conventional Yard Switching Operations PY - 2006/01 SP - 4p AB - This study involved a comparative risk assessment of U.S. remote control locomotive (RCL) and conventional yard switching operations. First, a hierarchical task analysis provided a description of yard switching tasks. Based on the task analysis, a preliminary hazard analysis and human reliability assessment were performed. For each method of operation, the preliminary hazard analysis identified a worst credible scenario for 19 potential outcomes. Each scenario was assigned a risk score based on an assessment of the likelihood of occurrence and potential severity. The human reliability assessment consisted of two, complementary techniques: The Human Error Assessment and Reduction Technique (HEART) and Absolute Probability Judgment (APJ). A set of yard operating scenarios was developed to provide the basis for the HEART and APJ assessments. Analysis of preliminary hazard analysis variables indicated that the 19 RCL worst credible scenarios yielded a higher total risk score compared to 19 similar conventional worst credible scenarios. The HEART assessment did not reveal any differences between the two methods of operation in terms of human error probabilities (HEP); however, substantial variability existed in HEP assignments between assessors, suggesting that HEART may be inappropriate as a human reliability assessment technique for the railroad yard-switching environment. The APJ data show a trend toward greater HEP for RCL scenarios, although individual HEP values varied across a large range. The HEART and APJ results should be considered preliminary and interpreted with caution due to their subjective nature and the numerous study limitations and methodological challenges. KW - Human error KW - Locomotive operations KW - Railroad safety KW - Railroad yards KW - Remote control KW - Risk assessment KW - Switching locomotives UR - http://www.fra.dot.gov/Elib/Document/2137 UR - https://trid.trb.org/view/1245225 ER - TY - RPRT AN - 01051555 AU - Farritor, Shane AU - Federal Railroad Administration TI - Real-Time Measurement of Track Modulus from a Moving Car PY - 2006/01//Final Report SP - 37p AB - The economic constraints of passenger and freight railroad traffic are moving the industry to higher speed rail vehicles and higher axle loads. The dynamics of high-speed trains and the high static loads produce high stresses in the rail components. Track performance under these conditions is strongly related to the vertical track modulus—the relationship between the rail deflection and the vertical applied load. Both low track modulus and large variations in track modulus increase dynamic loading leading to increased maintenance needs and reduced ride quality. Currently, no widely accepted method to measure vertical track modulus from a rail car traveling at significant train speed exists. This report presents a method to measure vertical track modulus from a moving rail car. The method measures the shape of the rail deflection under the moving car and uses a mathematical track model to estimate modulus. The report presents theoretical, simulation, and experimental results. KW - Deflection KW - High speed rail KW - Maintenance KW - Rail components KW - Railroad tracks KW - Railroad traffic KW - Real time measurement KW - Simulation KW - Static loads KW - Track modulus UR - http://www.fra.dot.gov/Elib/Document/1239 UR - https://trid.trb.org/view/809548 ER - TY - SER AN - 01158555 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Retroreflective Markings on Rail Cars PY - 2006 SP - 4p AB - For several decades, railroads and researchers have mounted reflective materials on rail cars to enhance their conspicuity at night and in other low visibility environments, such as rain, snow, or fog. Retroreflection has long been the preferred pattern of the transportation industry. It produces a more concentrated reflection than other patterns used. However, until the development of microprismatic corner cube materials in the late 1980s, none of the materials available (such as enclosed lens) were sufficiently bright and durable to be considered for Federal requirements. In the early 1990s, the Federal Railroad Administration (FRA) Office of Research and Development sponsored a study of the newly developed materials to assist the FRA Office of Safety in determining their appropriateness for rulemaking action and the nature of any specifications. The FRA study, conducted by the Volpe Center, consisted of two components: (1) technology assessment and (2) human perception and recognition. The technology assessment addressed the brightness, durability, and adhesiveness of microprismatic retroreflective materials. The materials were mounted on four types of freight cars, each carrying different cargo in revenue service. Reflectivity was measured, and the materials were inspected several times during the next 3 years. The human perception and recognition research addressed the effectiveness of different colors and patterns of materials in alerting motorists to rail cars. Motorists and transportation experts reviewed and ranked several designs according to their detectability. Additionally, a driving simulator was used to measure (1) the degree to which motorists could recognize reflectorized freight cars in a grade crossing when both the motor vehicle and the train were moving and (2) the ability of motorists to differentiate reflectorized freight cars from other traffic objects, such as reflectorized truck trailers. The technology assessment demonstrated that the tested materials were sufficiently durable to survive the harsh environments of freight operations. With only minimal cleaning and maintenance, the materials maintained a high degree of their original intensity. Therefore, rulemaking action was initiated. Findings from the human perception and recognition experiments served to support the regulatory requirements. KW - Human factors KW - Night visibility KW - Perception KW - Railroad cars KW - Railroad safety KW - Recognition KW - Retroreflective materials KW - Retroreflectivity KW - Technology assessment KW - Visibility UR - http://www.fra.dot.gov/Elib/Document/2112 UR - https://trid.trb.org/view/917888 ER - TY - RPRT AN - 01135712 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-48, Burlington Northern Santa Fe, Kismet, California, June 14, 2006 PY - 2006 SP - 8p AB - At approximately 5:51 a.m. PDT, June 14, 2006, an eastbound BNSF freight train M-RICBAR1-13 (Train no. 1) struck a westbound BNSF unit train U-SBDPKC1-11 (Train no. 2) head-on at the East Kismet Siding, Kismet (Madera County), California, Stockton Subdivision, milepost 1024.5. Track speed in the area is 55 mph for freight and 40 mph at both ends of the Kismet Siding. The method of operation is Traffic Control System/Centralized Traffic Control and is controlled by a dispatcher in San Bernardino, California. Speed of Train no. 1 at impact was 22 mph, while Train no. 2's speed was 38 mph. Three of the seven locomotives on Train no. 1 derailed along with two tank cars (one non-placarded, one placarded FLAMMABLE); one placarded tank car with FLAMMABLE GAS was knocked off its center pin but did not derail. No hazardous materials were released and there was no evacuation ordered. All four of the locomotives on Train no. 2 derailed as did 14 loaded hopper cars of cement. Train speeds were verified from event recorder downloads of the lead locomotives. All crew members from both trains sustained non life-threatening injuries; one required an extended hospital stay. Damages were estimated at: equipment, $4,932,528; track and structures, $392,000; no damage to signals. Weather at the time of the accident was dawn, clear and a temperature of 52 degrees Fahrenheit. The probable cause is the failure of Train no. 1 to comply with automatic block or interlocking signal displaying a stop indication. KW - Automatic train control KW - BNSF Railway KW - California KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - U.S. Federal Railroad Administration KW - Weather conditions UR - http://www.pdffiller.com/186500-hq200648vpdf-Federal-Railroad-Administration-Office-of-Safety-Headquarters--Various-forms-fra-dot UR - https://trid.trb.org/view/895956 ER - TY - RPRT AN - 01135710 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-93, CSX Transportation, Baltimore, Ohio, November 30, 2006 PY - 2006 SP - 8p AB - On November 30, 2006, 12:19 pm, CSX westbound freight train Q-37529 derailed while operating westward on Main Track no. 2 at North Baltimore, OH, Milepost BI-50.62, CSX Great Lakes Division, Willard Subdivision. The derailment of this westbound train Q-37529 resulted in a collision with, and derailment of, CSX Train U-99429 which was a loaded coal train operating eastward on Main Track no. 1, MP BI-50.62. There were no injuries sustained by any crew members of either train; however, there were injuries reported by three citizens who were in their vehicles positioned on the south side of Main Track no. 2 and struck by cars of Train Q-37529 at the time of the derailment. All three vehicles were damaged. The total equipment derailed was ten (10) loaded, three (3) empty on train Q-37529 and five (5) loaded on train U-99429. Total damages were estimated at $320,471 Equipment, $175,000 Track, and $44,316 Signal. There was no release of hazardous materials as a result of this derailment/collision accident and the weather at the time of the accident was raining, and 50 degrees. The probable cause was a loose load-binding chain attached to, and dragging from, the south side (B end) of car MMTX 91291 on train Q-37529 which became entangled with the operating lever of a hand throw, New Century 51-A switch stand positioned on the south side of Main Track no. 2. This chain ripped the switch operating lever and latch (which was locked) from the timber and opened the switch under movement derailing the train. The contributing factor to this accident was the improper securement of this chain and the positioning the switch stand (in deviation of CSX maintenance practices) which allowed the chain to become entangled with the switch operating lever and open the switch under movement. KW - Crash injuries KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Freight transportation KW - Ohio KW - Railroad crashes KW - Railroad transportation KW - Switches (Railroads) KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02118#p1_z5_gD_lAC_kHQ-2006-93 UR - https://trid.trb.org/view/895962 ER - TY - RPRT AN - 01135709 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-58, Norfolk Southern, Keating, Pennsylvania, June 30, 2006 PY - 2006 SP - 7p AB - Thirty-two (32) cars of a southbound Norfolk Southern (NS) freight train derailed with three hazardous material cars leaking about 42,000 gallons of sodium hydroxide, causing an evacuation of 20 to 40 residents on June 30, 2006. The derailment occurred at 8:36 a.m., while the train was descending a heavy mountain grade (Keating Summit) in a remote area on the Harrisburg Division of the Buffalo Line Subdivision at milepost (MP) BR 110.5 in McKean County, Pennsylvania north of Emporium. The general pile-up occurred at MP BR 111.0. There were no injuries to the train crew or to the evacuated residents but the sodium hydroxide lost from three tank cars has been blamed for a major environmental event that caused a large fish kill and extensive aquatic damage in the Sinnemahoning-Portage Creek, Driftwood Branch and Sinnemahoning Creeks. The Department of Environmental Protection has issued a notice of violation to NS Railway. Equipment damage has been estimated at $ 934,000 with track and structure damage set at $ 80,000. Loss of lading was estimated at $ 1,215,000. At the time of the accident it was daylight, conditions were clear, the temperature was 58 degrees F with winds from the west at 5 to 10 MPH. The accident was caused by the failure of the train crew to follow published carrier train handling and airbrake instructions combined with excessive speed while operating down a 2.6 % grade. The engineers recent or chronic use of unauthorized opiates and benzodiazepines may have contributed to the cause of the accident. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Pennsylvania KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Train speed KW - U.S. Federal Railroad Administration KW - Weather conditions UR - http://www.pdffiller.com/186987-hq200658vpdf-Federal-Railroad-Administration-Office-of-Safety-Headquarters--Various-forms-fra-dot UR - https://trid.trb.org/view/895957 ER - TY - RPRT AN - 01135705 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-97, Norfolk Southern, Bloomsburg, Pennsylvania, December 7, 2006 PY - 2006 SP - 7p AB - On Thursday, December 7, 2006 Norfolk Southern Train 30T 9905 was traveling south on the Canadian Pacific Railway (Delaware and Hudson) Freight Main Line, NEUS-North Division at MP 728.6 near East Bloomsburg, PA (adjacent to the Susquehanna River) when an emergency brake application occurred at 12:17 am EST. The train consisted of three locomotives and 60 cars of mixed freight. There were 52 loads and eight empties for a length of 4,073 feet and a trailing tonnage of 5,998 tons. There were 21 cars derailed, four of which were hazardous material; two loaded sodium hydroxide and two methanol (empty-residue). The train was traveling at the designated timetable speed of 40 mph prior to, and at the time of, the derailment. The weather was dark, with clear skies, and 40 degrees Fahrenheit. It was determined that the 12th head car GATX 90757, a load of sodium hydroxide, was the first to derail. The car was significantly damaged and released approximately 14,000 gallons of the product which was contained by an existing drainage ditch on the east side of the track away from the river. There were no fatalities, injuries or evacuation. The area of the derailment was secured, however, and the National Emergency Response Center was notified. No investigative personnel (CP, NS, FRA, State, etc.) were permitted on site until it was determined to be safe to do so by the emergency responders and the Pennsylvania Department of Environmental Protection (DEP). The State- Route 487 bridge that crosses over the railroad and the Susquehanna River just south of the derailment site was closed to the public until Saturday morning December 9th to allow for the staging of various repair and recovery vehicles. The spilled hazardous material was contained and taken from the site by the NS contractor REACT from Philadelphia, PA under the direction of the Pennsylvania DEP, the CP and NS Environmental Departments. CP contractor Op-Tech from Binghamton, NY also participated in this operation. The services of both Hulcher-Gettysburg, PA and R.J. Corman-Albany, NY were used to clear the derailment and assist in the track restoration. The damages were estimated as follows: equipment $695,200, lading $208,000 and track $ 23,500. The probable cause was a broken rail under movement; a failed field-weld on the north end (receiving end) on a short piece of rail that was field-welded into the track. A probable contributing cause was an old bolt-hole defect on the same end of the rail and an old failed field-weld on the opposite (south) end of the rail. This was supported by the field investigation and statements from the train crew. The CP has sent this rail to their Research and Tests Department in Winnipeg, Canada for analysis and the results have not been obtained yet at the time of this report. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Pennsylvania KW - Railroad commuter service KW - Railroad crashes KW - Train crews KW - U.S. Federal Railroad Administration KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02122#p1_z5_gD_lAC_kHQ-2006-97 UR - https://trid.trb.org/view/895963 ER - TY - RPRT AN - 01135704 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-67, Union Pacific (UP), Champlin, Utah, July 27, 2006 PY - 2006 SP - 7p AB - At approximately 12:45 a.m. MDT, July 27, 2006, an eastbound Union Pacific (UP) freight train ZLADV-26 (Train no. 1), traveling on main track, struck westbound UP train KG1LA-24 (Train no. 2) that was stopped at a siding. The accident occurred at the Champlin (Utah) Siding, milepost 676.2, Lynndyl Subdivision. Champlin is located approximately 10 miles north (timetable east) of Lynndyl, Utah. For the purpose of this report all directions are established by the time table in effect. Train no. 1, consisting of four locomotives, 75 loads, no empties, 6617 feet long and 5229 trailing tons, was traveling on the main track between west and east Champlin to meet westbound Train no. 2 when it failed to stop for a red control signal at East Champlin. Westbound Train no. 2, consisting of five locomotives, 112 loads, no empties, 8007 feet long with 6680 trailing tons, was stopped through the switch at the East Champlin Siding and the rear of the train was standing on the main track. Train no. 1 passed the stop signal at East Champlin and struck Train no. 2, derailing two locomotives of its train and three cars on Train no. 2. Speed at the point of impact was recorded as 27 mph.. There were no injuries and no hazardous materials involved. The investigation revealed that the engineer of Train no. 1 was not qualified to operate a locomotive over the territory. Damages were reported as: equipment, $61,222; track, signal and structures, $49,000. At the time of the accident, it was dark and clear, temperature was 70 degrees Fahrenheit. The probable cause of the accident was the failure of the engineer on Train no. 1 to stop short of a controlled signal displaying a stop indication. A contributing cause is operation of a locomotive by uncertified/unqualified person. KW - Automatic train operation KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - U.S. Federal Railroad Administration KW - Union Pacific Railroad KW - Utah KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02092#p1_z5_gD_kHQ-2006-67 UR - https://trid.trb.org/view/895958 ER - TY - RPRT AN - 01135700 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-84, CSX Transportation, Catlettsburg, Kentucky, October 24, 2006 PY - 2006 SP - 7p AB - On October 24, 2006, about 5:20 a.m. Eastern Standard Time (EST), CSX Transportation, Inc. (CSX) through freight Train V30723, consisting of two locomotives, collided head-on with the two locomotives of CSX through freight Train N65721 at milepost (MP) CA 514.8 on the C&O Division, Kanawha Subdivision, near Catlettsburg, Kentucky (KY). Train V30723 was traveling timetable east and Train N65721 was traveling west at the time of the collision. Both trains were being operated by an engineer and conductor. The authority for movement in the area of the accident is signal indication controlled by a Centralized Traffic Control (CTC). Movement authority on this area of trackage is controlled by the AN dispatcher. The engineer and conductor of both trains suffered injuries as a result of the accident and were taken to Kings Daughters Medical Center in Catlettsburg for treatment. The damage to the locomotives was $88,000 and there was no hazardous material railcars involved. At the time of the accident it was dark, the visibility was clear, and the temperature was 35F. The probable cause of the accident was the failure of the train dispatcher to comply with established CSX procedures for trains that are using main track authority and protecting the movements of these trains using his authority. The dispatcher did not apply the proper blocking devices that his computerized dispatching software allows. He failed to properly enter this information into the computer system allowing the two opposing movements to enter the block without proper protection, as required by the CSX Operating Rule 509. KW - Automatic train control KW - Crash injuries KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Freight transportation KW - Kentucky KW - Railroad crashes KW - Railroad transportation KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02109#p1_z5_gD_lAC_kHQ-2006-84 UR - https://trid.trb.org/view/895961 ER - TY - RPRT AN - 01135695 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-81, Norfolk Southern Corp (NS), New Brighton, Pennsylvania, October 20, 2006 PY - 2006 SP - 7p AB - An eastbound NS freight train derailed on a bridge on October 20, 2006, at 10:41 p.m. The accident occurred in the city of New Brighton, Pennsylvania, at NS Milepost PC 29.3, on the Fort Wayne Line of the Pittsburgh Division. Twenty-three tank cars loaded with Ethanol derailed resulting in a fire and explosion. There were no injuries to the train crew, nor local citizens. However, approximately 100 residents were evacuated from nearby homes and businesses. The derailed tank cars sustained damage in the amount of $1,388,755. Cost of damage to track and structures was $325,000. At the time of the derailment it was dark and cloudy. The temperature was 42F. The derailment was caused by a broken rail. KW - Broken rails KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Pennsylvania KW - Railroad crashes KW - Railroad tracks KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02106#p1_z5_gD_kHQ-2006-81 UR - https://trid.trb.org/view/895960 ER - TY - RPRT AN - 01135692 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-73, CSX Transportation, Rome, New York, August 16, 2006 PY - 2006 SP - 7p AB - A westbound CSX freight train collided with an automobile at Reber Road highway-rail grade crossing (DOT no. 512670G), on August 16, 2006, at 6:29 p.m. The accident occurred near Rome, NY, at CSX Milepost 247.85, on Main Track No. 2, on the CSX Mohawk Subdivision, Albany Division. There were five occupants in the motor vehicle; one male and four females. They all ranged in age from 16 to 18 years. One 17-year old female occupant was killed, three sustained critical injuries and one sustained serious injuries. The automobile was completely destroyed. There were no injuries to the train crew. Damage to the lead locomotive and rolling stock was minimal, and no equipment derailed. At the time of the accident, it was daylight and clear. The temperature was 78 degrees F. The accident was caused by failure of the motor vehicle driver to yield to the train as a result of highway user inattentiveness. KW - Crash injuries KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Fatalities KW - Freight trains KW - Freight transportation KW - Grade crossing protection systems KW - New York (State) KW - Railroad grade crossings KW - Railroad transportation KW - Weather conditions UR - https://trid.trb.org/view/895959 ER - TY - RPRT AN - 01135639 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-38, Union Pacific (UP), San Antonio, Texas, May 27, 2006 PY - 2006 SP - 8p AB - May 27, 2006, at approximately 6:04 p.m. (CDT), an eastbound Union Pacific freight train struck a westbound Union Pacific freight train in a head on collision. The accident occurred in south San Antonio, Texas on the Del Rio Subdivision main track, milepost (MP) 219.7. The collision derailed five sand cars on the striking train and one empty tank car on the struck train. Damage to the derailed cars totaled $55,487. Damage to the locomotives totaled $315,252; track, signal, way and structure $31,040. The engineer and conductor, on both trains, jumped prior to impact. The engineer of the striking train was taken to Wilford Hall Hospital, at Lackland AFB, in San Antonio, Texas. The engineer and conductor of the struck train and the conductor of the striking train, were taken to Southwest General Hospital in San Antonio, Texas. All four crew members were treated and released. There were no hazardous materials involved, no evacuation, and no other injuries. The weather was clear, visibility day, with a temperature of 90F. The accident was caused by the striking train engineers inattentiveness due to him being engaged in a cell phone conversation and distracted from his duty. A significant contributing factor was the striking train conductors failure to supervise the safe operation of his train, while in a Cab Red Zone. KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - San Antonio (Texas) KW - Train-to-train collisions KW - Union Pacific Railroad KW - Weather conditions UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/894647 ER - TY - RPRT AN - 01135638 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-28, Union Pacific (UP), Dalton, Illinois, May 11, 2006 PY - 2006 SP - 7p AB - On May 11, 2006, at 3:43 a.m. c.d.t. remote-controlled assignment YCH04R-10, while shoving 32 cars north on track 25 in 9-yard, collided with YYCPR-09. The accident occurred at the Union Pacific Yard Center Yard near Dolton, Illinois, UP Milepost 18.0 on the Villa Grove Subdivision. YYCPR-09, an extra yard transfer assignment, was fouling the lead at the north end of 9-yard. The primary remote control operator (RCO) on YCH04R-10 shoved track 25 northward and the north car struck the lead locomotive, NS 8849, and the second locomotive, UP 5085, of YYCPR-09. The collision resulted in an estimated $12,100 in damages to the two locomotives and about $625 damage to the north car on track 25, SWYX 74407. As a result of the collision the NS 8849 and the SYNX 74407 derailed and two train crew members on board the NS 8849 were injured. At the time of the accident it was dark and raining. The temperature was 45 F. The probable cause of the accident was the failure of the primary RCO on YCH04R-10 to protect the movement by being at or on the leading end of the equipment during the shove movement. YYCPR-09 fouling the north lead was a contributing cause. The UP requires the yardmaster to conduct a safety briefing with each crew member prior to the crew performing switching operations; the yardmaster did not conduct the briefing. This may have contributed to the accident. The UP does not have written instructions for this requirement. KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Illinois KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Railroad yards KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/894646 ER - TY - RPRT AN - 01135520 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-99, CSX Transportation, Woodstock, Maryland, December 15, 2006 PY - 2006 SP - 6p AB - An eastbound CSX mixed freight derailed 20 cars on 12-15-2006 at 2:15 am. The derailment occurred near Marriottsvitle Maryland, Carroll County at CSX milepost 26.1 on the Old Main Line subdivision. Of the 20 cars derailed, 4 were tank cars. There was major concern with the PLMX 135248, a tank car loaded with Anhydrous Ammonia. This car came to rest in an inverted position, therefore a determination could not be made as to possible leakage and extent of damage until the car was righted by the salvage crew. The Carroll County Emergency Management team on scene commanders then initiated a precautionary evacuation for a one mile radius. The estimated damages for track and equipment was set at $426,387 - not to include labor. The probable cause of the derailment was determined to be dragging brake rigging equipment from the A-end truck of the 28th car in the consist. KW - Ammonia KW - Crash injuries KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Maryland KW - Railroad crashes KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02124#p1_z5_gD_lAC_kHQ-2006-99 UR - https://trid.trb.org/view/892919 ER - TY - RPRT AN - 01135501 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-96, Union Pacific, Dover, Missouri, December 5, 2006 PY - 2006 SP - 6p AB - A Union Pacific Railroad Company (UP) loaded coal train derailed 41 cars on December 5, 2006, at 6:30 a.m. (c.s.t). The accident occurred approximately 2 miles west of Hodge, Missouri, at milepost (MP) 233.7, on the UP River Subdivision. The timetable direction of the train was eastbound. There were no injuries or hazardous material spills as a result of the derailment. Damages reported for the derailment totaled $1,961,975. At the time of the accident, it was dawn with clear skies, and the temperature was 16 degrees Fahrenheit. The probable cause of the derailment was determined to be a broken rail (Vertical Split Head). KW - Crash investigation KW - Derailments KW - Freight transportation KW - Injuries KW - Missouri KW - Railroad crashes KW - Railroads KW - Union Pacific Railroad KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02121#p1_z5_gD_lAC_kHQ-2006-96 UR - https://trid.trb.org/view/892912 ER - TY - RPRT AN - 01135496 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-91, Union Pacific/Burlington Northern Santa Fe, Memphis, Tennessee, November 22, 2006 PY - 2006 SP - 6p AB - On November 22, 2006, about 2:19 a.m. Central Standard Time (CST), an eastbound Union Pacific Railroad (UP) freight Train QNLSF21 collided head-on with a westbound Burlington Northern/Santa Fe (BNSF) Train EMHSNAM2-23 that was stopped on the Norfolk Southern (NS) Westbound Main Track at milepost (MP) 547.0 in Memphis, Tennessee (TN). UP trains operating over NS at this location must receive permission from the NS yardmaster located at Forrest Yard to enter the Westbound or Eastbound main track. However, the switches at this location are remotely controlled by the UP train dispatcher located in Omaha, Nebraska (NE). The NS yardmaster instructed Train QNLSF21 to operate eastward on the Eastbound Main Track. The crew operating Train QNLSF21 repeated these instructions to the UP train dispatcher. The train dispatcher repeated the instructions back to the train crew, but incorrectly said Westbound Main instead of Eastbound Main. Radio recordings indicate the UP train crew confirmed the dispatchers repeat of Westbound Main. The train dispatcher lined Train QNLSF21 into the NS Westbound Main Track, where BNSF Train EMHSNAM2-23 was stopped, causing the head-on collision. The collision resulted in the derailment of five cars on Train QNLSF21. UP reported equipment damage to Train QNLSF21 to be $26,984 ($10,001 to the locomotive and $16,983 to the cars) and track damage at $12,417. BNSF reported equipment damage to be $15,000 to locomotive BNSF 6062. NS estimates track damage at $1,500. The engineer on Train QNLSF21 reported injuries to his right hand and neck and was given a prescription after receiving medical treatment. The conductor of Train QNLSF21 reported injuries to his neck, shoulder, right knee, and left thumb. At the time of the accident, the sky was dark, but clear and the temperature was reported to be 35F. The probable cause of the accident was the failure of Train QNLSF21 to comply with restricted speed. NS Time Table Division Special Instructions require all trains to operate at this location at a maximum authorized speed of 10 miles per hour (mph). Contributing to the accident was a Federal Railroad Administration (FRA) speed violation. UP Train QNLSF21 was operating at a recorded speed of 21 mph prior to the collision. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Memphis (Tennessee) KW - Railroad crashes KW - Running speed KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/894217 ER - TY - RPRT AN - 01135492 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-100, Union Pacific, Marlin, Texas, December 15, 2006 PY - 2006 SP - 5p AB - On December 15, 2006, at 7:30 p.m. (CST), a northbound UP freight train, RDTFWC-15, derailed at mile post 131.2, on the main track. This location is approximately 5 mi. south of Marlin, Texas on the Fort Worth Sub-division of the Fort Worth Service Unit. The fourth thru thirty-fourth freight cars of the forty car train behind two locomotives derailed. The thirty one cars that derailed were all hopper cars loaded with dry cement. There were no casualties, no release hazardous materials, nor were there any evacuations in the rural area. Monetary damages are estimated to be $1,922,479. Monetary cost of lading totaled $183,063. Total costs amounted to $2,105,542. The temperature, visibility, and weather at 7:30 p.m., 0n December 15, 2006 was 66 degrees Fahrenheit, dark, with clear skies. The cause of the derailment was irregular cross level at joints. These joints were located just south of the road crossing at milepost 131.23. Measurements taken during the post accident investigation confirmed this cause. The track in this area is CWR and wood ties, but repair rail had been cut in at a previous date, allowing this condition to exist. KW - Crash investigation KW - Derailments KW - Freight trains KW - Injuries KW - Railroad crashes KW - Railroads KW - Texas KW - Union Pacific Railroad UR - https://www.fra.dot.gov/eLib/details/L02125#p1_z5_gD_lAC_kHQ-2006-100 UR - https://trid.trb.org/view/892852 ER - TY - RPRT AN - 01135469 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-98, Burlington Northern Santa Fe, Casey, Oklahoma, December 8, 2006 PY - 2006 SP - 6p AB - At 0615 hours on December 8, 2006, eastbound Burlington Northern Sante Fe (BNSF) train SLHTMEM4-05A derailed near Casey, Oklahoma at MP 468.1 on the main track, Avard subdivision. The crew reported an undesired emergency brake application while traveling at 35 mph through a 40 mph slow order. The crew inspected their train and discovered that lead locomotive BNSF 5305 and the first through seventh cars had derailed, destroying a bridge. The lead locomotive BNSF 5305 had two wheels derailed, five cars were lying on their side, and two cars were derailed but standing upright. This location is on the Springfield Division approximately 40 miles west of Tulsa, Oklahoma. The weather was clear and the temperature was 13 degrees. The equipment damages totaled $656,167 and the track damage was $690,000. The cause of the accident was determined to be a broken rail caused by an internal rail defect (detail fracture). KW - BNSF Railway KW - Broken rails KW - Crash investigation KW - Derailments KW - Oklahoma KW - Railroad commuter service KW - Railroad crashes KW - Railroad trains KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02123#p1_z5_gD_lAC_kHQ-2006-98 UR - https://trid.trb.org/view/892918 ER - TY - RPRT AN - 01135401 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-04, Norfolk Southern (NS), Lincoln, Alabama, January 18, 2006 PY - 2006 SP - 8p AB - On January 18, 2006, about 4:17 p.m. CST eastbound Norfolk Southern Railroad (NS) intermodal freight Train 226A117 struck the rear of NS freight Train 22RA116, which was stopped in the siding at milepost (MP) 757.9 near Lincoln, Alabama. Both trains were operating on the Alabama Division, East End District, between Birmingham, AL and Atlanta, Georgia. The last four auto-rack cars of Train 22RA116 caught fire after they were struck by Train 226A117 and three auto-rack cars derailed. Train 226A117's three locomotives and the first seven cars derailed. Four of these cars were multi-unit articulated cars and three were single platform cars. All 21 platforms derailed. Three crew members of the striking train received non-life threatening injuries. There were no injuries to the crew of Train 22RA116. There was a release of 285lbs of Sodium Cyanide, 6.1, UN 1689, PG I, RQ from two damaged intermodal containers located on the fourth car in Train 226A117. A precautionary evacuation of a 1/2 mile was ordered. The evacuation zone effected about 224 households, with an estimated potential evacuation of 560 persons. NS estimates the equipment damage to Train 22RA116 is $210,000 and the equipment damage to Train 226A117 is $2,235,100. The damage to track, signal, and wayside structures is estimated to be $89,000. Total damages are estimated to be $2,534,100. The accident took place during daylight. The weather conditions were sunny and clear, and the temperature was 53F. The probable cause of the accident was the failure of Train 226A117 crew members to recognize an imperfectly displayed signal indication at Signal-7604 (Riverside-MP 760.4) and take appropriate action as required by NS operating rule NS-27. Contributing to the accident was the train crews failure to operate their train in accordance with the most restrictive indication at Signal-7604 (Riverside), NS-309C, proceed at Restricted Speed. KW - Alabama KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Train speed KW - U.S. Federal Railroad Administration KW - Weather conditions UR - http://www.pdffiller.com/186829-hq200604v-Federal-Railroad-Administration-Office-of-Safety-Headquarters--Various-forms-fra-dot UR - https://trid.trb.org/view/894637 ER - TY - RPRT AN - 01135386 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-80, Burlington Northern Santa Fe, Abbott, Nebraska, October 18, 2006 PY - 2006 SP - 6p AB - An eastbound BNSF Railway Company (BNSF) coal train derailed 31 cars on October 18, 2006, at 5:57 a.m. (CDT). The accident occurred 6.1 miles east of Cairo, Nebraska, at milepost (MP) 105.7, on the BNSF Ravenna Subdivision. There were no injuries or hazardous material spills as a result of the derailment. Total damages reported for the derailment were $1,710,735. At the time of the accident, it was dark with light snow and a temperature of 33 degrees Fahrenheit. The probable cause of the derailment is being ruled as T204 - Broken weld (field). KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Nebraska KW - Railroad crashes UR - https://www.fra.dot.gov/eLib/details/L02105#p1_z5_gD_lAC_kHQ-2006-80 UR - https://trid.trb.org/view/892883 ER - TY - RPRT AN - 01135372 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-89, MRL, Trout Creek, Montana, November 13, 2006 PY - 2006 SP - 6p AB - On November 13, 2006, at 5:45 a.m. (MST), a westbound Montana Rail Link (MRL) loaded coal train symbol C-BKMSPB1-13A derailed on the MRL System, 4th Subdivision, approximately 3.1 miles west of Trout Creek, Montana, at milepost 57.1. The train was traveling on a single main track at a recorded speed of 47 mph. The maximum authorized timetable track speed in the area of the accident is 60 mph. The train consisted of four locomotives, 115 railcars of coal, with 16,321 trailing tons and was 6,392 feet in length. A total of 28 cars, 3rd through the 30th, derailed. There were no injuries reported and no release of hazardous materials. The estimated damage of the derailment was $2,100,000 ($800,000 track and bridge and $1,300,000 equipment). At the time of the derailment it was dark with rain. The temperature was 33F. The probable cause of the accident was a missing coupler pin retaining plate which resulted in the coupler pin dropping out of position and the coupler to be extracted. This resulted in an unintentional separation of the train. The extracted coupler then struck the draft sill of the following car which knocked it off center and caused the derailment. (E35C). KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Montana KW - Montana Rail Link KW - Railroad crashes UR - https://trid.trb.org/view/892895 ER - TY - RPRT AN - 01135361 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-79, Burlington Northern Santa Fe, Cactus, Texas, October 9, 2006 PY - 2006 SP - 6p AB - BNSF train CCAMSLP152 was traveling south bound on single main track on the Boise City subdivision, under track warrant 6555. The south bound coal train found open north storage track switch north of Etter resulting in train impacting 57 cars previously spotted at that track by the local train LPWR0081-09. This impact resulted in the derailment of a total of 2 locomotives, 17 loaded coal cars, and 9 empty cars that were located in the siding, two of which were empty hazardous material cars. This occurred on October 09, 2006 at approximately 7:30 p.m. central standard time (CST). The weather was cloudy, dusk, and 43 degrees. Location of the accident occurred north of Etter, siding north storage track 3638, mile post 64.6. The siding is located in the city of Cactus, TX one quarter of a mile west of highway 287. There were no fatalities. Engineer and conductor sustained non-life threatening injuries in the nature of head lacerations and bruises. Both taken to Dumas Memorial Hospital and then later released. A total of 27 cars derailed and 2 locomotives with estimated damages at approximately $ 2,048,679 for rail equipment and track damage, not including clearing cost of $127,000. KW - BNSF Railway KW - Crash investigation KW - Derailments KW - Freight trains KW - Injuries KW - Railroad crashes KW - Texas UR - https://www.fra.dot.gov/eLib/details/L02104#p1_z5_gD_lAC_kHQ-2006-79 UR - https://trid.trb.org/view/892881 ER - TY - RPRT AN - 01135348 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-15, Burlington Northern Santa Fe (BNSF), Gillette, Wyoming, March 19, 2006 PY - 2006 SP - 7p AB - At 6:40 a.m. (MST), on March 19, 2006, four unmanned BNSF Railway Company (BNSF) locomotives rolled free and collided with a standing BNSF train on Main Track Number 2 at Rozet, WY. As a result of the impact (18 mph) four locomotives sustained damage and one locomotive was derailed. Two employees on the standing train jumped from their locomotive and sustained minor injuries. There was no release of hazardous material or diesel fuel spillage. No evacuation resulted from the incident. Rozet is approximately 13 miles east of Gillete, WY, and located on the BNSFs Powder River Division, Blackhills Subdivision, at milepost 581.4. The BNSF estimated track damage of $8,000 and equipment damage of $250,000. At the time of the accident, it was dawn, with blowing snow and the temperature was 23F. The probable cause of the accident was failure to properly secure locomotives by railroad employees. A contributing probable cause was failure to properly cut-in air brake valves on the locomotives. An additional contributing probable cause was reduced human performance of the engineer and student engineer due to fatigue. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Railroad crashes KW - Weather conditions KW - Wyoming UR - https://trid.trb.org/view/892926 ER - TY - RPRT AN - 01135342 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-18, Norfolk Southern (NS), Keytesville, Missouri, March 24, 2006 PY - 2006 SP - 8p AB - On March 24, 2006, at 4:04 p.m. CST, westbound Norfolk and Southern Railway Company (NS) Train Symbol 115D3-23, a loaded auto-rack train, operating on an NS main track, collided with a southbound Crown Power and Equipment Company low-boy semi-tractor trailer at the Price Bridge Avenue highway-rail grade crossing, milepost (MP) 176.10, DOT No. 483757R. The engineer made an emergency application of the train air brakes when it became apparent that a collision was imminent, approximately 1,400 feet prior to Price Bridge Avenue, while traveling at approximately 54 mph, timetable authorized 60 mph. The location of the accident was a crossing near the former site of a railroad depot that is known as Keytesville Station. It is eight-tenths of a mile south of the southeast corner of Keytesville, Missouri, via Highway 'K'. The single main track is oriented geographically east and west, with the roadway crossing at approximately a 90-degree angle. The semi-tractor/trailer driver was transporting a crawler-loader from Salisbury, Missouri, to a private citizen south of Keytesville Station on Price Bridge Avenue, County Road VV, No. 419. His semi-tractor just cleared south of the main track as his trailer became high-centered on the roadway surface approach north of the main track. The driver attempted to move the semi-tractor/trailer combination with the assistance of several other drivers without success. He exited the semi-tractor and ran south on Price Bridge Avenue prior to the accident. Two railroad locomotives and 14 cars derailed with an estimated $1,397,000 damage to railroad equipment and wayside structures. The trailer and crawler-loader were destroyed as a result of the collision, with an estimated value of $76,000. The semi-tractor damages and repair costs are estimated at $10,500. Both train crew members suffered minor injuries. No hazardous materials were released and no evacuation order was issued. The driver did not report any serious injuries at the time of the incident. It was day time and the weather was clear, with a calm wind and a temperature of 50F. The accident occurred because the semi-tractor/trailer combination failed to traverse a highway-rail grade crossing completely. The trailer became high-centered and stuck on the roadway surface before crossing the main track. KW - Crash investigation KW - Derailments KW - Freight transportation KW - Missouri KW - Norfolk Southern Railway Company KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - Tractor trailer combinations KW - Weather conditions UR - http://www.pdffiller.com/186955-hq200618vpdf-Federal-Railroad-Administration-Office-of-Safety-Headquarters--Various-forms-fra-dot UR - https://trid.trb.org/view/894641 ER - TY - RPRT AN - 01135340 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-92, Burlington Northern Santa Fe, Sadler, Montana, November 29, 2006 PY - 2006 SP - 6p AB - On November 29, 2006, at approximately 10:10 a.m. (CST), Burling Northern and Sante Fe (BNSF) Railway Company coal Train Symbol CBTMSFBO-44A derailed 40 cars (57th through 96th head cars) at milepost (MP) 40.35, on the single Main Track. The accident occurred about 75 feet east of the Woolston Road Crossing (DOT No. 095 196 J) in Platte County, Missouri, approximately 3 miles east of Iatan, Missouri. Train Symbol CBTMSFBO-44A consisted of three diesel electric locomotives (BNSF 5878, lead locomotive; CEFX 1005, trailing locomotive; and BNSF 9829, a distributed power unit) and 122 cars with 17,360 trailing tons. The train length was 6,476 feet. At the time of the derailment, Train Symbol CBTMSFBO-44A was traveling eastward (timetable direction) at a recorded speed of 50 mph. The geographic direction was south. Timetable directions are used throughout this report. The weather was cloudy with 16 mph winds. The temperature was 29 degrees Fahrenheit. There were 39 coal cars destroyed with damages estimated at $2,204,602. Track damages were estimated at $64,000. Signal damages were estimated at $5,000, making the total estimated accident damages $2,273,602. There were no injuries to the train crew. The probable cause of the accident was vertical deflections (track dips) just west of the point of the derailment causing the trucks on Car No. CEFX 60382, the 60th head car, to bounce resulting in wheel unloading and derailment of the train. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Montana KW - Railroad crashes UR - https://www.fra.dot.gov/eLib/details/L02117#p1_z5_gD_lAC_kHQ-2006-92 UR - https://trid.trb.org/view/892899 ER - TY - RPRT AN - 01135331 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-95, Union Pacific, Benton, Illinois, December 4, 2006 PY - 2006 SP - 6p AB - Union Pacific Railroad Company (UP) northbound freight Train Symbol MH0YC02 derailed near Benton, Illinois at 2:24 a.m., c.s.t., on December 4, 2006. The result was the derailment of 2 trailing locomotives and 19 cars. Hazardous materials tank Car No. GATX 203578, loaded with Alkyl Phenols Liquid N.O.S., 8,UN 3145, PG III, was buried beneath an empty lumber center-beam flat car, but there was no release of hazardous materials. Two adjacent tank cars north of it contained lube oil and small amounts of oil were released to the ground in the area of the hazardous tank car. The lube oil had a slight odor. A precautionary one-half mile radius evacuation was ordered by the Christopher and West Frankfort, Illinois, Fire Departments which remained in effect until 4 p.m., December 4, 2006. The derailment was caused by a broken rail. At the time of the accident, the weather was dark and clear with a temperature of 5 degrees Fahrenheit and a mild northeastern wind. Monetary damages include $736,286 for equipment and a total of $166,025 for both track and signal. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Illinois KW - Railroad crashes KW - Union Pacific Railroad UR - https://www.fra.dot.gov/eLib/details/L02120#p1_z5_gD_lAC_kHQ-2006-95 UR - https://trid.trb.org/view/892901 ER - TY - RPRT AN - 01135329 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-19, Union Pacific, Higginson, Arizona, April 5, 2006 PY - 2006 SP - 7p AB - A northbound Union Pacific (UP) train, ITIMNX 01, collided with a eastbound tractor/trailer on Arkansas State Highway 11 at a highway-rail grade crossing, on April 5, 2006 at 1:40 p.m. The accident occurred in Higginson, AR on the UP Number 2 main track at Milepost 300 on the Hoxie Subdivision. After the collision the vehicle was dragged down the track and hit a coal train, CNANW 02, standing on the number one main. The impact caused the vehicle to separate. The tractor was thrown clear of the track into a ditch. The trailer came to rest on the No. 1 main track after impacting UP 7307. The crew of the ITIMNX 01, consisting of an engineer and conductor, were injured. The driver of the tractor/trailer was killed. Equipment damage to the ITIMNX 01 was $869,878. Equipment damage to the CNANW 02 was $295,321. Track and signal damage was $220,000. The tractor was completely destroyed and the trailer received heavy damage. A track hoe transported on the trailer was also damaged. Total estimates were about $100,000. The probable cause of the accident is due to the driver of the tractor/trailer driving around the crossing gates and into the path of the approaching train. At the time of the accident the weather was clear and dry with a temperature of 64F. KW - Arizona KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroad transportation KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/894642 ER - TY - RPRT AN - 01135315 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-17, Union Pacific (UP), Longview, Texas, March 20, 2006 PY - 2006 SP - 8p AB - At 10:39 p.m. (CST) on Monday, March 20, 2006, a side collision occurred between Union Pacific Remote Control Yard Switching Job YLT 25R-20 and Union Pacific Manual Yard Switching Job YLT 67-20. This accident happened on other than main track in the Longview Texas Yard at mile 88.5 on the Little Rock Subdivision of the North Little Rock Service Unit. The method of operation at the point of the collision was Other than main track. Longview Texas Yard lies within the city of Longview, Texas. Striking train YLT 25R -20 was pulling in a eastward geographic direction, on other than main track, and at a recorded speed of 10 mph when the accident occurred. This train consisted of 3 locomotives, 14 loads, and 21 empties. It was 2294 feet long with 2221 trailing tons. The striking train was being operated under remote control and exceeded the limits of an active and established remote control zone on a switching lead. The crew was not protecting the leading end of their movement when the accident occurred. Struck train YLT 67-20 was shoving in a westward geographic direction, down the switching lead, and into an adjacent yard track at a recorded speed of 5 mph when struck. This train consisted of 2 locomotives, 32 loads, and 4 empties. It was 2197 feet long with 4271 trailing tons. The accident happened in darkness. The weather was reported as 45 degrees and clear. No one was injured. The lead locomotive on the striking derailed remaining upright. Five loaded tank cars derailed on the struck train, four of which overturned. About one quart of combustible liquid, N.O.S., (2-Ethyl Hexanol), NA1993, leaked from the top hatch of one of the overturned tanks. There was no evacuation. U.S. Highway 259 was closed at the sight for approximately 3 hours during initial assessment. Total FRA reportable damages were $254,061. The accident was due to human error. The primary cause of the accident was the failure of the remote control crew on the striking train to protect the leading end of their movement as required by carrier operating rules. A contributing cause was the intentional disabling of the Pull-back Stop Protection system on the remote control locomotive. This system is designed to prevent the locomotive from operating beyond the remote control zone. Disabling and then operating the locomotive with the disabled Pull-back Stop Protection system allowed the locomotive to go beyond the limits of the active zone where it struck another train. KW - Automatic train control KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Remote control KW - Texas KW - Union Pacific Railroad KW - Weather conditions UR - https://trid.trb.org/view/894638 ER - TY - RPRT AN - 01135313 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-71, Paducah and Louisville Railroad Company, Calvert City, Kentucky, August 3, 2006 PY - 2006 SP - 6p AB - On August 10, 2006, about 7 a.m. Central Standard Time (CST), a Paducah and Louisville Railway Company (PAL) through freight Train LP-309 struck the rear of PAL Train PNX-109 at milepost (MP) 208.5 near Calvert City, Kentucky (KY). The accident occurred on the Paducah District of the PAL at MP 208.5. The Paducah District extends from MP 226.0 to North Central City, KY, MP 124.5. Yard limits are established between MP 205.8 and MP 213.0. Track warrant control is in effect between MP 124.5 and MP 221.0, and automatic block signals are in effect between MP 205.8 and MP 224.1. As a result of the collision, the lead locomotive of Train LP-309 derailed on its side. The second locomotive derailed, leaning; and the third locomotive derailed, upright. The rear four loaded coal hoppers of Train PNX-109 were damaged during the collision. Three crew members received medical attention. As a result of the collision, damage to the equipment is $1,060,000. Track and structures are $1,000. Several hundred gallons of diesel spilled from PAL Locomotive 2117 because of a ruptured fuel tank. At the time of the accident, the weather was clear with a temperature of 80F. The accident occurred because the crew of Train LP-309 failed to comply with restricted speed in connection with the restrictive indication of a block signal. KW - Crash investigation KW - Derailments KW - Freight trains KW - Injuries KW - Kentucky KW - Paducah and Louisville Railroad Company KW - Railroad crashes KW - Railroads UR - https://www.fra.dot.gov/eLib/details/L02096#p1_z5_gD_lAC_kHQ-2006-71 UR - https://trid.trb.org/view/892867 ER - TY - RPRT AN - 01135307 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-27, Norfolk Southern (NS), Radebaugh, Pennsylvania, May 3, 2006 PY - 2006 SP - 7p AB - On May 3, 2006, at 12:01 a.m., EST, Norfolk Southern Corporation (NS) train 72NC201 was traveling west on the Pittsburgh Division in route from Huff Power Plant at milepost PT 288.4 on No. 2 Main track with two locomotives, 59 loaded hopper cars, and two helper units. The recorded speed was 41 mph, when the train received an undesired emergency brake application. The investigation revealed the lead two locomotives and first thirty hopper cars loaded with typsum were derailed. The westbound train was crossing from 2 Main track over to 1 Main track when the lead axle (6), on NS 6600, hit the switch point and caused the train to derail. Both No. 1 and No. 2 Main tracks were effected by the derailment. At the time of the accident it was dark and overcast, with minimal wind about 4 mph. The temperature was 52F. The primary cause of the accident was determined to be caused by the companion alternator being wired incorrectly, on locomotive NS 6600, when installed at NS's Juniata Locomotive Shop. Locomotive had just received an overhaul and a 92-day periodic inspection at the Juniata Locomotive Shop. the crossed wires caused the control circuits to be by passed. When dynamic brakes were applied, it allowed the field current to exceed the allowable threshold of 960 amps and go as high as 1200 amps. This caused the locomotive to apply the dynamic brake fully even when in position 2. This caused the no. 6 and no. 4 axles on the lead truck on NS 6600 to develop large flat spots. The flat spots were large enough to cause the wheels to develop groves in the tread of the wheel. When the lead axle (no. 6) started through the crossover it hit the switch point lifting the locomotive causing it to derail. A contributing factor was that the crew did not follow NS procedure to stop and inspect the train when the second warning reported detector not working, per NS, Office of Superintendent, Pittsburgh Division, Operating Bulletin No. 2, effective January 1, 2006. The crew was not taken for Post Accident Toxicological Testing; because, NS's estimate of the damages was below the required threshold. The estimate for damages was $585, 184 for equipment and $145,000 in track, signal and communication damages (T&SC). Total damage to equipment and T&SC was $730,184. The No. 2 Main Track was restored for service on May 4, 2006, around 1:50 a.m. The No. 1 Main track was restored for service on May 4, 2006, around 3:40 a.m. u0908 KW - Crash investigation KW - Derailments KW - Freight trains KW - Freight transportation KW - Norfolk Southern Railway Company KW - Pennsylvania KW - Railroad commuter service KW - Railroad crashes KW - Railroad tracks KW - Railroad transportation KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02052#p1_z5_gD_lAC_kHQ-2006-27 UR - https://trid.trb.org/view/894645 ER - TY - RPRT AN - 01135300 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-74, Florida East Coast Railroad Company, Ft. Lauderdale, Florida, August 22, 2006 PY - 2006 SP - 6p AB - On August 22, 2006, a Florida East Coast (FEC) Train FEC 20822 was traveling northbound on the main track from Hialeah, Florida (FL) to Jacksonville, FL. This train received a diverging signal at the airport siding, milepost (MP) 345.1, to pass southbound Train FEC 14121 that was stopped on the main track. At 12:01 p.m. Eastern Standard Time (EST), Train FEC 20822, operating on the Airport Side Track, derailed 31 freight cars at MP 344.7. As a result of the derailment, several cars collided into the Train FEC 14121 consist derailing an additional three cars. The impact from this collision struck another cut of standing cars on the No. 1 Storage Track located east and adjacent to the main track. All the derailed cars were in a general pileup. There were no injuries to any of the crew members. There was no hazardous material spilled and no evacuation necessary. As a result of the derailment and collision, damage to the equipment was $992,606 and $191,360 to the track. At the time of the derailment, it was daylight and clear with a recorded temperature of 89F. The cause of the accident is wide gage due to missing or broken fasteners. KW - Crash investigation KW - Derailments KW - Florida KW - Florida East Coast Railway Company KW - Freight trains KW - Injuries KW - Railroad crashes UR - https://www.fra.dot.gov/eLib/details/L02099#p1_z5_gD_lAC_kHQ-2006-74 UR - https://trid.trb.org/view/892874 ER - TY - RPRT AN - 01135298 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-94, Saginaw Bay Southern Railroad, Saginaw, Michigan, December 2, 2006 PY - 2006 SP - 6p AB - An automobile collided with the 99th car of Saginaw Bay Southern Railway Company (SBS) freight train Z127 which was stopped and blocking the highway-rail grade crossing at Janes Avenue. The accident occurred on December 2, 2006, at approximately 4:12 a.m. E.S.T. The accident occurred in Saginaw, Michigan, at SBS milepost 1.41, on the SBS Saginaw Division. The driver of the motor vehicle was transported to St. Marys Hospital in Saginaw. The motor vehicle sustained extensive damage. There were no injuries to the train crew. The rail car sustained minor damage, and there was no derailment caused by the motor vehicle striking the train. At the time of the accident it was dark and cloudy. The temperature was 23 F. According to the Saginaw Police Department Michigan Traffic Crash Report, the driver bent down to get her cell phone and when she looked up, she was not able to stop in time and struck the train. The driver was not issued a citation. The accident was caused by highway user inattentiveness. KW - Crash injuries KW - Crash investigation KW - Freight trains KW - Railroad crashes KW - Railroad grade crossings KW - Saginaw (Michigan) KW - Saginaw Bay Southern Railroad UR - https://www.fra.dot.gov/eLib/details/L02119#p1_z5_gD_lAC_kHQ-2006-94 UR - https://trid.trb.org/view/892900 ER - TY - RPRT AN - 01135286 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-77, Burlington Northern Santa Fe, Crawford, Texas, September 19, 2006 PY - 2006 SP - 6p AB - A Northbound Burlington Northern Santa Fe (BNSF) freight train, H-TPLTUL1-19, traveling at a recorded speed of 52 mph, derailed twenty four (24) cars piling up and casting cars to the right and left sides of the main track, on September 19, 2006, at 6:15 pm. The accident occurred at milepost 249.6 of the BNSF, Texas Division, Fort Worth Subdivision in the downtown area of Crawford, Texas. Seven (7) of the derailed cars were carrying hazardous materials. Tank car DOWX 40077 was punctured in the derailment and released 20,840 gallons of Ethanolamine, STCC NUMBER 4935665, UN 2491. The Crawford Fire Chief ordered a 12 mile radius general precautionary evacuation at 6:20 pm. The evacuation effected 350 people. The evacuation order was lifted at 10:00pm 09/19/2006 by the Crawford Fire Chief. There have been three (3) claims of non life threatening injuries submitted to the BNSF claims department by civilians resulting from the accident and hazardous material release. The Fort Worth Subdivision is an Amtrak route, Passengers on Amtrak train A-21-1-18 were removed from the train at Valley Mills, Texas and bused to San Antonio, Texas. Amtrak train A-21-1-18 was reversed at Manhattan, Texas and moved back to Fort Worth, Texas. Total estimated damage was $1,213,246 ($1,116,246 to equipment, 97,000 to track and structures) The weather at the time of the accident was daylight, clear with 0 mph wind. It was 88F. The cause of the accident was determined to be, Truck Bolster Stiff, Improper swiveling, E46C on Tank car GATX 53754. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Evacuation KW - Railroad crashes KW - Railroad tracks KW - Texas KW - Weather conditions UR - https://trid.trb.org/view/893365 ER - TY - RPRT AN - 01135285 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-68, Central Oregon and Pacific Railroad, Inc., Roseburg, Oregon, July 27, 2006 PY - 2006 SP - 6p AB - On July 27, 2006, at 2:45 p.m. (PDT), a Central Oregon and Pacific Railroad Inc.(CORP) freight train (501) derailed on the Roseburg Subdivision, Roseburg, Oregon, at milepost 571.8. The train was traveling south on yard track No.6101 at a recorded speed of 7 mph. The maximum authorized timetable track speed in the area of the accident is 10 mph. The train consisted of five locomotives, 100 rail cars of mixed freight, 6,367 trailing tons and was 6,645 feet in length. A total of 25 cars (17 th through the 41st) derailed. There were no injuries and no release of hazardous materials. Damages reported was $152,000 ($132,000 equipment and $20,000 track). At the time of the derailment it was daylight ,clear, and the temperature was 92F. The probable cause of the accident was wide gage (due to defective or missing crossties) T110. KW - Central Oregon & Pacific Railroad KW - Crash investigation KW - Derailments KW - Freight trains KW - Injuries KW - Oregon KW - Railroad crashes KW - Railroads UR - https://www.fra.dot.gov/eLib/Find#p1_z5_gD_lAC_kHQ-2006-68 UR - https://trid.trb.org/view/892859 ER - TY - RPRT AN - 01135284 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-87, Union Pacific, Kismet, Kansas, November 8, 2006 PY - 2006 SP - 6p AB - On November 8, 2006, at approximately 2:04 p.m., westbound Union Pacific Railroad Company (UP) freight Train Symbol IDUAL-7, consisting of a single locomotive operating at a recorded speed of 68 mph, collided with a southbound 2002 Dodge Intrepid motor vehicle. The motor vehicle was operating at an estimated speed of 15 mph. The collision occurred at a passive highway-rail grade crossing (HGC) intersection, equipped with crossbucks for both directions of motor vehicle traffic and a stop sign for southbound motor vehicle traffic. The collision occurred approximately 124.22 miles west of Pratt, Kansas, near railroad location, Kismet, Kansas, at UP Milepost (MP) 422.22 on the Kansas City Service Unit, Pratt Subdivision. The motor vehicle contained three occupants. The driver and passengers were fatally injured. The motor vehicle damages were estimated to be $6,000. The train crew of Train Symbol IDUAL-7 was not injured and the locomotive did not derail. The estimated monetary damages to the locomotive was $300. The weather at the time of the collision was daylight, clear, with a temperature of 88 degrees Fahrenheit and 14 mph winds. The collision was caused by the failure of the motor vehicle operator to stop at the stop sign located at the HGC intersection and failure to yield the right-of-way to a train in the hazardous proximity of the HGC intersection. KW - Crashes KW - Fatalities KW - Freight trains KW - Kansas KW - Railroad crashes KW - Railroad grade crossings KW - Union Pacific Railroad UR - https://trid.trb.org/view/892894 ER - TY - RPRT AN - 01135272 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-85, Burlington Northern Santa Fe, New Salem, Nebraska, October 27, 2006 PY - 2006 SP - 6p AB - An eastbound Burling Norther and Santa Fe (BNSF) Railway Company freight train derailed on October 27, 2006, at 4:55 a.m., Central Daylight Time (CDT). The accident occurred 2 miles north of Salem, Nebraska, at milepost (MP) 126.2, on the BNSF Nebraska Division, St. Joseph Subdivision. As a result, 21 cars were derailed. There were no injuries or hazardous material spills as a result of the derailment. Total damages reported for the derailment totaled $545,392. At the time of the accident, it was dark and overcast with a temperature of 43F. The cause of the derailment has been determined as a broken field weld. Poor track support was a contributing factor. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Nebraska KW - Railroad crashes UR - https://trid.trb.org/view/892892 ER - TY - RPRT AN - 01135258 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-83, Massachusetts Bay Commuter Railroad Company, Franklin, Massachusetts, October 23, 2006 PY - 2006 SP - 6p AB - A eastbound MBTA passenger train collided with a tractor trailer truck at the Fisher Street crossing on October 23, 2006, at 7:48 a.m. The trailer was a low bed type which was carrying a portable rock- crushing machine that weighed approximately 53 tons. The trailer was hung up on the crossing and the truck driver was attempting to raise the trailer at the time of the collision. The collision occurred in Franklin, Massachusetts, at MBTA Milepost 28.4, on the MBTA Franklin Branch. The truck driver was not injured, but two railroad employees and 26 passengers sustained various types of injuries. The low boy trailer was slightly damaged. The rock crusher machine was knocked off of the trailer with the conveyor belt of the machine slicing through the roof of the control car and coming to rest against the car. The control car sustained approximately $500,000 worth of damage. The lead truck of the control car did derail and the entire passenger car was severely leaning towards the firemans side. Because of this, the two wheels on the engineers side of the rear truck were raised up off of the rail. The Federal Railroad Administration's (FRAs) investigation concluded the probable cause was the low boy trailer loaded with the rock crushing machine was fouling the track. According to the MBTA police report, the area of the collision was thickly settled residential and commercial in nature. The roadway was poor in condition due to recent construction and had been patched with asphalt. Several potholes were present in the roadway on the day of the collision. Both of these conditions played a significant role on the clearance of the trailer. Because of these findings, it was determined that the truck driver was not responsible for the collision. The FRAs investigation also concurs with the findings of the MBTA police. KW - Crash injuries KW - Crash investigation KW - Derailments KW - Massachusetts KW - Massachusetts Bay Commuter Railroad KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings UR - https://www.fra.dot.gov/eLib/details/L02108#p1_z5_gD_lAC_kHQ-2006-83 UR - https://trid.trb.org/view/892885 ER - TY - RPRT AN - 01135255 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-76, Amtrak/Norfolk Southern, Wayne, Michigan, September 8, 2006 PY - 2006 SP - 6p AB - Westbound Amtrak Train No. 351 collided with an automobile at a private highway-rail grade crossing entering Norfolk Southerns (NS) Wayne Yard on September 8, 2006, at 7:58 a.m., e.s.t. The accident occurred in Wayne, Michigan, NS Milepost MH18.2, on the Michigan Line Subdivision of the NS Dearborn Division. The driver of the motor vehicle was an NS conductor reporting for work. He was transported to the University of Michigan Hospital where he was treated for a broken back, broken leg, and lacerations and bruises to his face and body. The motor vehicle was completely destroyed. There were no injuries to the train crew or passengers. The locomotive sustained damage of about $2,000, and there was no derailment. At the time of the accident it was daylight and clear. The temperature was 68F. The accident was caused by highway user inattentiveness. KW - Amtrak KW - Commuter cars KW - Crash investigation KW - Derailments KW - Injuries KW - Michigan KW - Norfolk Southern Railway Company KW - Railroad crashes KW - Railroad grade crossings UR - https://www.fra.dot.gov/eLib/details/L02101#p1_z5_gD_lAC_kHQ-2006-76 UR - https://trid.trb.org/view/892879 ER - TY - RPRT AN - 01135247 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-70, CSX Transportation, Grovetown, Georgia, August 4, 2006 PY - 2006 SP - 6p AB - On August 4, 2006, at 6:15 a.m. Eastern Standard Time (EST), CSX Train A74303 operating on the Atlanta Division, Georgia Subdivision in a northward direction struck CSX Train U49202 at milepost (MP) YYG15.2. The accident occurred in Grovetown, Georgia (GA) on single main track that parallels the Grovetown siding. Four empty rock cars from Train A74303 were derailed during the collision and the locomotives from both trains were damaged. The total damages to rail equipment was $39,025. The total damages to track, signals, and structures was $7,550. Two reportable injuries resulted from the collision. The engineer and the conductor of Train A74303 were given prescription medication. No hazardous materials were involved and no evacuation ordered. The weather at the time of the accident was clear and 85F. The probable cause of the accident is failure of Train A74303 to comply with restricted speed in connection with a restrictive indication of a block signal. KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Georgia KW - Injuries KW - Railroad crashes KW - Railroads UR - https://www.fra.dot.gov/eLib/details/L02095#p1_z5_gD_lAC_kHQ-2006-70 UR - https://trid.trb.org/view/892866 ER - TY - RPRT AN - 01135242 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-75, Union Pacific, Redlands, California, August 27, 2006 PY - 2006 SP - 6p AB - On August 26, 2006, at 9:30 p.m. PDT, the crew of Union Pacific (UP) train ETUWCB-26, a nine locomotive consist, of which seven were dead in consist (DIC), was traveling westbound between Beaumont and Redlands, California, on UPs Yuma Subdivision. The engineer experienced difficulty in controlling the speed of the train on a descending grade of 1.97% near milepost 559.0 and placed the train in full dynamic braking in an attempt to control the movement. When that failed, and as the train gathered speed to 39 mph near milepost 559.11, the engineer induced an emergency brake application using the automatic brake valve. However, he neglected to manually apply the independent brake. The train, now a run-away, traveled approximately 9.5 miles and reached a recorded speed of 80 mph before derailing the seven rear locomotives in a right-hand and left-hand curve on main track 1 between mileposts 549.6 and 549.3. The two unattended lead locomotives, UP 2756 and UP 8594, continued westward another 1.8 miles before coming to a stop without incident at milepost 547.8. Both crew members sustained injuries and were taken to area hospitals where they were treated and released. They have since not returned to duty. Federal Railriad Administration (FRA) Post Accident Testing was conducted and results were negative. The weather was clear, visibility was dark, and the temperature was 80 degrees Fahrenheit. Damage to equipment was reported at $4,534,857 and $205,640 for track and signal. The probable cause of the accident was Use of Brakes, Other, H099. The engineer was in full dynamic braking and placed the train into emergency at 39 mph but failed to manually apply the independent brake to stop. KW - California KW - Crash investigation KW - Derailments KW - Fatalities KW - Injuries KW - Railroad crashes KW - Union Pacific Railroad UR - https://www.fra.dot.gov/eLib/details/L02100#p1_z5_gD_lAC_kHQ-2006-7 UR - https://trid.trb.org/view/892877 ER - TY - RPRT AN - 01135224 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-23, CSX Transportation (CSX), Chillicothe, Ohio, April 22, 2006 PY - 2006 SP - 7p AB - A westbound CSX freight train had a tank car loaded with Naphtha, a Hazardous Material, derailed account a burned off roller bearing journal. There was a Hazardous Materials release and fire with subsequent evacuation of about 150 residents, on April 22, 2006, at 3:00 a.m. The derailment occurred 2 miles west (north geographically) of Chillicothe, Ohio, at CSX Milepost CJ 53.3, on the CSX Huntington Division, Northern Subdivision, the train stopping with tank car burning at Mile Post CJ 57.2. There were no injuries to the train crew or evacuated residents. There were four injuries to individuals other than the train crew. Three firefighters were treated for minor injuries sustained in fighting the fire and one individual walking near the derailment and fire scene was transported to a local hospital with breathing difficulty and chest pain. The derailed tank car and a tank car next to it in the train consist were destroyed account fire damage, approximately $70,000 depreciated values, and about $2,500 track damage. At the time of the accident it was dark and clear, with a south-southwest wind at about 1.8 miles per hour. The temperature was about 57F. The accident was caused by the failure of the train crew to properly inspect their train after the second of two separate railroad wayside hot box detectors indicated an overheated roller bearing journal on the subsequently derailed tank car, a violation of the CSX Equipment Handling Rule No. 4100. Concurrently, the train crew moved the tank car in excess of 10 mph, a violation of the CSX Equipment Handling Rule No. 4105 which prohibits a speed in excess of 4 mph. when moving equipment that has a hot bearing. A contributing cause was the burned off roller bearing journal. KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Freight transportation KW - Ohio KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Train speed UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/894644 ER - TY - RPRT AN - 01135223 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-90, Canadian National, Marissa, Illinois, November 20, 2006 PY - 2006 SP - 6p AB - On November 20, 2006, at approximately 7:45 a.m. CST, northbound Union Pacific Railroad Companys (UP) Train Symbol C-71391-20 struck a highway motor vehicle at the Main Street highway-rail grade crossing (HGCS) located on the Illinois Central Railroad (IC), identified in this area as the Canadian National Railway (CN), Central Division, St. Louis Subdivision, milepost (MP) 37.40 in Marissa, St. Clair County, Illinois. The driver of the sport utility vehicle (SUV) and two other occupants were fatally injured due to the collision, and the fourth occupant survived with serious injuries. The SUV was struck near the center of the passenger side and was totally destroyed, with an estimated damage of $25,000. There were no injuries to the train crew. The leading locomotive sustained minor damage of about $383, and there was no derailment. At the time of the accident, it was daylight, clear, and the temperature was approximately 30 degrees Fahrenheit. The accident was caused by failure of the SUV operator to yield to the train. The local chief of police stated that no traffic citations were issued to the deceased driver. KW - Crash investigation KW - Derailments KW - Fatalities KW - Freight trains KW - Illinois KW - Railroad grade crossings KW - Union Pacific Railroad UR - https://trid.trb.org/view/892898 ER - TY - RPRT AN - 01135206 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2007-78, Burlington Northern Santa Fe, Sherman, Mississippi, October 6, 2006 PY - 2006 SP - 6p AB - On October 3, 2006, at 11:06 a.m., Central Daylight Time (CDT), a southbound Burlington Northern Santa Fe (BNSF) Railway Company freight Train C-BTMPAM1-19A derailed. The accident occurred in Sherman, Mississippi (MS) on a single main line track at milepost (MP) 575.9 on the Springfield Division, Birmingham Subdivision. The train consisted of five locomotives and 135 loaded coal hoppers. Two locomotives were on the head-end of the train, and three locomotives were on the north or rear end of the train. The 35th car behind the locomotives, JHMX 97448, derailed the lead set of wheels of the front trucks at MP 575.9 while traveling on tangent track. Train C-BTMPAM1-19A continued southward for about one mile, then derailed causing the 34th through the 73rd cars behind the lead locomotives to derail at the main line switch MP 577.0. Forty three of the forty five derailed cars ended in a general pileup and two remained upright. There were no injuries to the train crew and no hazardous materials were released. There were no evacuations and this is not an Amtrak route. The railroad reported track damages of $240,700, signal damage of $40,800, and equipment damages of $2,798,558. Total estimated damages are $3,080,058. The temperature at the time of the derailment was 84F and clear. The probable cause of the accident was the journal fractured due to a new cold break. KW - BNSF Railway KW - Coal KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Mississippi KW - Railroad crashes KW - Weather conditions UR - https://trid.trb.org/view/893449 ER - TY - RPRT AN - 01135192 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-42, Norfolk Southern, Lemoyne, Alabama, June 1, 2006 PY - 2006 SP - 6p AB - On Tuesday, May 30, 2006 at 1:55 p.m., CSX train Q38130 derailed while traveling westbound on the CSX Chicago Main Line Number 1, Mohawk Subdivision, at milepost 180.2, Tribes Hill, New York. The train derailed 26 cars (2nd thru 27th head end) including 14 residue hazardous material cars last containing Alcohol (UN 1987). Both main line tracks were destroyed in the vicinity of the major pile up. Train Q38130 consisted of 3 locomotives, CSXT 227, CSXT 68 and MTRL 290 (being towed), 24 loads and 75 empties, 6,266 feet in length and had 5,423 trailing tons. The crew consisted of an engineer, conductor and engineer trainee. At the time of the derailment, the engineer trainee was operating the train. The total track and equipment damages are estimated at $1,017,896. An evacuation of 14 homes (35 people) located to the north of the derailment scene was ordered by the Tribes Hill Fire Chief as a precautionary measure once it was determined that there were hazardous material tank cars involved in the derailment. New York State Route 5, located north of the scene, was closed and used by Montgomery County Emergency Services to set up a command post. Amtrak passenger service was interrupted between Rensselaer and Buffalo with passengers being bussed immediately following the derailment. The temperature was 83 F, sunny and with good visibility. This derailment was caused by a broken rail (transverse fissure) which occurred under one of the locomotives in the train consist. KW - Alabama KW - Broken rails KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Freight trains KW - Freight transportation KW - Railroad commuter service KW - Railroad crashes KW - Railroad transportation KW - Weather conditions UR - https://www.fra.dot.gov/eLib/details/L02067#p1_z5_gD_lAC_kHQ-2006-42 UR - https://trid.trb.org/view/894648 ER - TY - RPRT AN - 01135164 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-72, Union Pacific, Bradford, Iowa, August 4, 2006 PY - 2006 SP - 6p AB - A southbound UP freight train bearing Train Symbol SSSON-11 (Train No. 1) collided with another southbound UP freight train bearing Train Symbol MSSNP-11 (Train No. 2) on August 12, 2006, at 4:43 p.m. The accident occurred on UP single main track near Bradford, Iowa, milepost (MP) 157.5, on the Mason City Subdivision, Twin Cities Service Unit. There were no injuries. The impact caused the rear four cars of Train No. 2 to derail and the two locomotives and leading wheels of the head car of Train No. 1 to derail. Both locomotives of Train No. 1 remained upright with diesel fuel leaking from the lead locomotive's ruptured fuel tanks. Approximately 2,000 gallons of diesel fuel spilled and began to flow toward waterway Mayne Creek near milepost 157.6, approximately 10 car lengths to the north. Spill flow was stopped before reaching the waterway. The end-of-train device of Train No. 2 was destroyed in the collision. The three rear cars of Train No. 2 had all wheels derailed on the ground with the platforms crosswise to the main track. The fourth rear car of Train No. 2 (the rear end of a 5-pack platform) had all wheels derailed in the west ditch with the head end of platform wheels on the rails. The weather at the time of the accident was clear, daylight, wind SSE at 13 mph, and the temperature was 85F. The accident was caused by the failure of the crew of Train No. 1 to comply with signal indication requiring train to operate at restricted speed. KW - Crash investigation KW - Derailments KW - Injuries KW - Iowa KW - Railroad crashes KW - Railroad trains KW - Union Pacific Railroad UR - https://www.fra.dot.gov/eLib/details/L02097#p1_z5_gD_lAC_kHQ-2006-72 UR - https://trid.trb.org/view/892873 ER - TY - RPRT AN - 01135160 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-86, Burlington Northern Santa Fe, Miltonvale, Kansas, October 27, 2006 PY - 2006 SP - 6p AB - Eastbound Burling Northern and Sante Fe (BNSF) Railway Company's Train Symbol GCCDGAT9-25 derailed on October 27, 2006 at 5:15 a.m. CDT, near Miltonvale, Kansas, on single main track, at BNSF Milepost (MP) 97.4, on Kansas Division, Strong City Subdivision. Miltonvale is located in Cloud County, about 30 miles north of Salina, Kansas. Timetable directions used for this report are east and west. The train consisted of 3 locomotives, 111 covered hoppers loaded with grain and no empties. Twenty-five rail cars derailed, beginning with the 8th head rail car through the 32nd head rail car. Twenty-three of the derailed cars spilled their load and 19 were destroyed. There were no injuries. There was no evacuation. Damages were $1.1 million for equipment and $70,500 for track and structures. It was dark at the time of derailment and the weather was reported as 42F and cloudy. The cause of the derailment was determined to be a track-related cause, due to a detail fracture from shelling or head check. KW - BNSF Railway KW - Crash injuries KW - Crash investigation KW - Derailments KW - Freight trains KW - Kansas KW - Railroad crashes UR - https://trid.trb.org/view/892893 ER - TY - RPRT AN - 01135157 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-66, CSX Transportation, Valdosta, Georgia, July 17, 2006 PY - 2006 SP - 6p AB - A southbound CSX freight Train Q68116 collided with a log truck at Saint Augustine Road highway-rail grade crossing on July 17, 2006, at 4:34 p.m. Eastern Standard Time (EST). The accident occurred in Valdosta, Georgia (GA), at CSX milepost AN649.66, on the Jacksonville Division, Thomasville Subdivision. The log truck driver and passenger were treated for injuries and released. The log truck was completely destroyed. There were no injuries to the train crew and no derailment. Total damages reported are $4,866.55 for equipment and $5,933 for signal/track. At the time of the accident, it was daylight, overcast, and a temperature of 94F. The accident was caused by the highway-rail grade crossing warning systems failure to detect the approaching train. An insulated rail joint in the train detection circuit caused the activation failure. KW - Crash investigation KW - CSX Transportation KW - Derailments KW - Georgia KW - Injuries KW - Railroad commuter service KW - Railroad crashes KW - Railroad grade crossings KW - Railroads UR - https://www.fra.dot.gov/eLib/details/L02091#p1_z5_gD_lAC_kHQ-2006-6 UR - https://trid.trb.org/view/892853 ER - TY - RPRT AN - 01135155 AU - Federal Railroad Administration TI - Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-69, Union Pacific, Chiloquin, Oregon, July 27, 2006 PY - 2006 SP - 6p AB - On July 27, 2006, at 4:51 p.m.(PDT), a Union Pacific Railroad Company (UP) freight train (QPWRV-23) derailed on the Cascade Subdivision at milepost 446.1, approximately 16 miles north of Klamath Falls, Oregon. The train was operating southward at a recorded speed of 29 mph. Prior to the derailment, on the same day, railroad workers replaced numerous ties in the area of the derailment. A temporary speed restriction was placed in effect restricting all trains to a maximum speed of 30 miles per hour. The normal freight train speed at this location is 60 miles per hour. The train consisted of three locomotives on the head and two locomotives on the rear end. It had 105 cars (68 loads and 37 empties), weighed 9,087 tons and was 6,872 feet long. No hazardous materials were involved and no injuries or fatalities resulted. Reported damage is $1,093,433 total ($728,108 equipment and $365,325 track/signal/structure). At the time to the derailment, it was daylight, clear, and the temperature was about 90DGF. The probable cause was irregular track alignment. KW - Crash investigation KW - Derailments KW - Freight trains KW - Injuries KW - Oregon KW - Railroad crashes KW - Railroads KW - Union Pacific Railroad UR - https://trid.trb.org/view/892861 ER - TY - RPRT AN - 01051584 AU - Trent, Robert AU - Prabhakaran, Anand AU - Sharma, Vinaya AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - Survivability of Railroad Tank Car Top Fittings in Rollover Scenario Derailments PY - 2005/12/14 SP - 66p AB - This project examined the structural susceptibility of tank car fittings during derailments. The report identified non-pressure cars as being the most susceptible to derailment damage. A DOT111A100W1 fuel service car was selected for analysis. Two derailment scenarios were modeled. The first simulated a severe derailment, were the tank car body is throw n off its trucks with significant momentum. The second simulated a nominal rollover, which is more representative of a low speed yard derailment. Simulation results indicated failure of multiple components in the fittings structure for both scenarios, implying that conventional non-pressure car top fittings are likely to suffer damage and cause lading release under most derailment scenarios. Subsequently, the report developed two concepts of protective structure. The first (Concept 1) is designed to protect the fittings with a bolt-on sleeve structure. The second concept starts with Concept 1 and adds elements to strengthen the fittings-to-tank shell interface. Simulations indicate that both concepts survive the nominal rollover and neither of them survive the severe impact, with Concept 2 faring better than Concept 1 in both scenarios. Concepts similar to the ones developed in this report could improve the structural performance of top fittings in many cases. KW - Derailments KW - Fittings KW - Railroad safety KW - Rollover crashes KW - Simulation KW - Survival KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1201 UR - https://trid.trb.org/view/809467 ER - TY - SER AN - 01159340 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Development of Crush Zones for Passenger Railcars PY - 2005/12 SP - 4p AB - Crash Energy Management (CEM) has been developed as a means to protect occupants in train-to-train collisions. As part of CEM, sacrificial crush zones are designed into unoccupied locations in cars. These crush zones are designed to deform with a lower initial force and increased average force. With such crush zones, energy absorption is shared by multiple cars during the collision, consequently preserving the integrity of the occupied areas. Figure 1 shows the final cab end crush zone design that was developed as part of the research. A similar design has been developed for non-cab end crush zones. The non-cab end design does not include the deformable load distributor or the operator’s compartment. The key elements of the design include features to control the colliding interface interaction, a fixed/sliding sill interface that allows push back of the entire front end structure of the cab car into the service closet space, and a set of primary and roof energy absorbers. The elements that help manage the interaction with colliding equipment are the push-back coupler and the cab end load distributor. The cab end load distributor is deformable and acts to resolve off-axis loads from the impact into loads that can be supported by the collision and corner posts. The elements that help manage the interactions of coupled cars are the push-back coupler and the coupled end load distributor. The coupled end load distributor acts to transmit the longitudinal collisions load between cars. For cab and coupled ends, the push-back coupler is designed to translate longitudinally and allow the ends to the equipment to come together, without developing sufficient lateral load to derail the equipment. KW - Crash energy management KW - Crashworthiness KW - Crush zones KW - Occupant protection devices KW - Passenger cars KW - Railroad cab cars KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2139 UR - https://trid.trb.org/view/918628 ER - TY - SER AN - 01159337 JO - Research Results PB - Federal Railroad Administration AU - Martinez, Eloy AU - Federal Railroad Administration TI - Development of a Detailed Nonlinear Finite Element Analysis Model of Colliding Trains PY - 2005/12 SP - 4p AB - A simulation model of a train-to-train collision has been developed using explicit/dynamic finite element analysis (FEA). The ABAQUS/Explicit dynamic finite element code was used. In comparison to other vehicle collision studies, this study is the first in which the interactions of colliding passenger rail equipment have been modeled using detailed FEA. Such simulation models provide several benefits. It increases the capability for vehicle crush modeling to include vehicle-to-vehicle interactions. It also provides a platform for studying the effect of trailing vehicles on lead vehicle crush behaviour. Finally, it provides insight into the modes of deformation and crush forces that were observed in the test. This model has proven to be a useful tool for evaluating the structural effects of a collision and improving the design of cab car end structures so that they can better withstand the extreme forces associated with a collision. The approach used by the Volpe Center included review of the high-speed film, development of Excel-based data and graphics files for direct comparisons to model results, and review of selected data sets to ensure that appropriate comparisons were selected. The finite element model of the two trains was then developed, starting with models that had been previously developed in prior programs for crush analysis of each of the two lead vehicles, the cab car and the standing locomotive. Volpe Center made a significant number of modifications to each of these models and developed new sub-models, defining truck-to-body connections for the cab car and defining the behaviour of the colliding couplers. Volpe Center used lumped mass elements to model trailing vehicles. KW - Crashworthiness KW - Finite element method KW - Impact tests KW - Railroad cars KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2138 UR - https://trid.trb.org/view/918627 ER - TY - RPRT AN - 01051568 AU - Mauri, Ronald AU - Mergel, Joseph AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Evaluation of Options for Improving Amtrak’s Passenger Accountability System PY - 2005/12//Final Report SP - 208p AB - In investigating the derailment of Amtrak's Auto Train on April 18, 2002, the National Transportation Safety Board (NTSB) reported that an accurate count of persons on the train at the time of the accident was not available at the accident scene. NTSB noted that emergency response would be improved with accurate count data at the accident scene and issued a Safety Recommendation to the Federal Railroad Administration (FRA) that it develop and implement an accurate passenger and crew accountability system. This report assesses the weaknesses in Amtrak’s passenger accounting system, the costs of improving it, and the potential safety and business benefits of an improved system. It finds that while technically feasible, the recommendation is impractical given Amtrak’s business model and would not provide the desired safety benefits. It also identifies alternative improvements to Amtrak’s passenger accounting system that can be the basis for future cost-effective Amtrak initiatives. KW - Accountability KW - Amtrak KW - Cost effectiveness KW - Costs KW - Emergency response KW - Passengers KW - Railroad crashes KW - Railroad safety KW - Train crews KW - U.S. Federal Railroad Administration KW - U.S. National Transportation Safety Board UR - http://www.fra.dot.gov/Elib/Document/1213 UR - http://ntl.bts.gov/lib/34000/34500/34512/DOT-VNTSC-FRA-05-08.pdf UR - https://trid.trb.org/view/809547 ER - TY - RPRT AN - 01051554 AU - Pieratt, K Scott AU - Davis, Jeffery C AU - Conlon, Peter C AU - Association of American Railroads AU - Federal Railroad Administration TI - Damage Assessment of Railroad Tank Cars Involved in Accidents: Phase I Literature Search and Evaluation PY - 2005/12 SP - 55p AB - Transportation Technology Center, Inc., a subsidiary of the Association of American Railroads, is conducting a research project titled, "Damage Assessment of Tank Cars Involved in Accidents". Phase I of the project evaluated the validity of guidelines currently used to assess the severity of damage to pressure tank cars caused by derailments. A search of the technical literature was performed and subsequently evaluated to identify which of the guidelines can be validated and which require additional modeling and validation in the Phase II effort. This report and accompanying appendix present the results of the literature search and evaluation and make recommendations for the Phase II research. KW - Damage assessment KW - Derailments KW - Guidelines KW - Hazardous materials KW - Literature reviews KW - Railroad crashes KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/1200 UR - https://trid.trb.org/view/809451 ER - TY - RPRT AN - 01054011 AU - Federal Railroad Administration TI - Railroad Safety Statistics 2004 Annual Report PY - 2005/11/30 SP - 161p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2004. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Annual reports KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/811570 ER - TY - RPRT AN - 01051573 AU - Sherrock, Eric T AU - Owings, Raymond AU - Clemenzi, Jacinda L AU - Kesler, Kevin AU - ENSCO, Incorporated AU - Federal Railroad Administration TI - Investigation of Cracks in Acela Coach Car Brake Discs: Test and Analysis Volume I - Final Report PY - 2005/11/30/Final Report SP - 154p AB - In April 2005, visual and laboratory tests identified cracks in the spokes of several brake discs on coach cars within Amtrak's Acela trainsets, the high-speed trainsets operating on the Northeast Corridor. Amtrak halted operations of the Acela fleet until an assessment of the cracked spokes could be made. With the support of the Federal Railroad Administration, Amtrak launched an extensive test program that relied on a cooperative effort between several organizations, including the Northeast Corridor Maintenance Services Company, Bombardier, Alstom Transportation, the manufacturers of the brake system, and ENSCO, Inc. The test program involved a three-phase over-the-road test effort, finite element analyses, and a series of laboratory tests. The first and second phases focused on characterizing the mechanical and thermal load environment associated with WABTEC/SAB-WABCO supplied brake discs employed on the Acela equipment. In the third phase, the Knorr Brake Corporation provided a replacement disc, and an axle equipped with brake discs of this alternative design was also evaluated. This report documents the background of this issue, as well as the development and implementation of the study. The results of the test program, also detailed in this report, allowed for the identification of the Knorr brake disc as an acceptable alternative to the WABTEC/SAB-WABCO supplied disc, enabling Amtrak to return the Acela fleet to service. KW - Amtrak KW - Brake discs KW - Cracking KW - Finite element method KW - High speed rail KW - Laboratory tests KW - Multiple unit trains KW - Railroad cars KW - Tests KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/1205 UR - https://trid.trb.org/view/809470 ER - TY - RPRT AN - 01051566 AU - Sherrock, Eric T AU - Owings, Raymond AU - Clemenzi, Jacinda L AU - Kesler, Kevin AU - ENSCO, Incorporated AU - Federal Railroad Administration TI - Investigation of Cracks in Acela Coach Car Brake Discs: Test and Analysis Volume II – Appendices PY - 2005/11/30/Final Report SP - 693p AB - In April 2005, visual and laboratory tests identified cracks in the spokes of several brake discs on coach cars within Amtrak’s Acela trainsets, the high-speed trainsets operating on the Northeast Corridor. Amtrak halted operations of the Acela fleet until an assessment of the cracked spokes could be made. With the support of the Federal Railroad Administration, Amtrak launched an extensive test program that relied on a cooperative effort between several organizations, including the Northeast Corridor Maintenance Services Company, Bombardier, Alstom Transportation, the manufacturers of the brake system, and ENSCO, Inc. The test program involved a three-phase over-the-road test effort, finite element analyses, and a series of laboratory tests. The first and second phases focused on characterizing the mechanical and thermal load environment associated with WABTEC/SAB-WABCO supplied brake discs employed on the Acela equipment. In the third phase, the Knorr Brake Corporation provided a replacement disc, and an axle equipped with brake discs of this alternative design was also evaluated. This report documents the background of this issue, as well as the development and implementation of the study. The results of the test program, also detailed in this report, allowed for the identification of the Knorr brake disc as an acceptable alternative to the WABTEC/SAB-WABCO supplied disc, enabling Amtrak to return the Acela fleet to service. KW - Acela Express KW - Bending KW - Brake discs KW - Cracking KW - Finite element method KW - Laboratory tests KW - Multiple unit trains KW - Railroad cars KW - Testing KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/1206 UR - https://trid.trb.org/view/809471 ER - TY - RPRT AN - 01051570 AU - ENSCO, Incorporated AU - Federal Railroad Administration TI - Investigation of Cracks in Acela Coach Car Brake Discs: Test and Analysis. Volume I – Final Report and Volume II – Appendices PY - 2005/11//Final Report SP - 878p AB - In April 2005, visual and laboratory tests identified cracks in the spokes of several brake discs on coach cars within Amtrak's Acela trainsets, the high-speed trainsets operating on the Northeast Corridor. Amtrak decided to halt operations of the Acela fleet until an accurate assessment of the cracked spokes could be made. With the support of the Federal Railroad Administration, Amtrak working in conjunction with Northeast Corridor Maintenance Services Company, Bombardier, Alstom Transportation, the manufactures of the brake system, Knorr Brake Corporation, Faiveley Transport and Wabtec, launched an extensive test program. ENSCO, Inc. was given the responsibility of instrumentation, testing and analysis. The test program was comprised of a three-phase over-the-road test effort, finite element analyses, and a series of laboratory tests. Based on the testing performed and subsequent analysis, the conclusion of the test program is that the mechanical and thermal responses of the spokes of the Knorr-designed brake disc measured during testing with the Acela Express vehicles were within predicted and acceptable values. Although experiencing slightly lower thermal strains, the WABTEC/SAB-WABCO supplied brake disc experienced significantly higher mechanical strains at times. The lower mechanical strains observed in the Knorr designed brake disc, in comparison with those observed in the WABTEC/SAB-WABCO supplied brake disc, associated with the absence of sustained oscillations during braking and the response to vertical shocks are expected to provide a beneficial effect on the fatigue life associated with the Knorr brake disc design as well as a reduction in the likelihood of crack formation. The findings discussed in this report permitted Amtrak to arrive at an acceptable alternative that allowed the Acela equipment to return to service. KW - Acela Express KW - Analysis KW - Brake discs KW - Cracking KW - Fatigue (Mechanics) KW - Finite element method KW - Industries KW - Laboratory tests KW - Multiple unit trains KW - Oscillation KW - Railroad cars KW - Tests KW - U.S. Federal Railroad Administration UR - http://ntis.library.gatech.edu/handle/123456789/1457 UR - https://trid.trb.org/view/809657 ER - TY - RPRT AN - 01051572 AU - Hyslip, J P AU - Olhoeft, G R AU - Smith, S S AU - Selig, E T AU - Ernest T. Selig, Incorporated AU - Consultant/Scientist AU - GeoRecovery Systems, Incorporated AU - Federal Railroad Administration TI - Ground Penetrating Radar for Railroad Track Substructure Evaluation PY - 2005/10/18/Final Report SP - 48p AB - This report presents the results of the first three phases of a multiphase project to adapt Ground Penetrating Radar (GPR) to railroads for use in developing useful indices of substructure condition and performance. Included are brief discussions of some basic GPR principles, as well as data processing and modeling techniques that are applicable to railroad surveys. The railway GPR equipment is mounted on a hi-rail vehicle and includes multiple sets of 1-GHz air-launched horn antennas suspended above the track that permit fast survey travel speeds and high resolution measurements to a depth of 1 to 2 m. The multiple sets of antennas provide transverse and longitudinal measurements of the track substructure. This report presents example results from more than 200 mi (320 km) of surveys to demonstrate the capabilities and applicability of GPR to assess railway track substructure (ballast, subballast, and subgrade) conditions and to produce quantitative indices of railway track substructure condition for use in track substructure maintenance management efforts. KW - Ballast (Railroads) KW - Ground penetrating radar KW - Information processing KW - Maintenance of way KW - Nondestructive tests KW - Railroad tracks KW - Railroads KW - Subballast KW - Subgrade (Railroads) KW - Substructures KW - Surveys UR - http://www.fra.dot.gov/Elib/Document/1248 UR - https://trid.trb.org/view/809549 ER - TY - ABST AN - 01573565 TI - General Train Movement Simulator AB - This project consists of General Train Movement Simultor (GTMS) case studies for class 1 freight railroads and software maintenance. KW - Case studies KW - Freight trains KW - Railroad simulators KW - Software maintenance UR - https://trid.trb.org/view/1366790 ER - TY - ABST AN - 01573563 TI - Workstation Tables AB - Tables can improve occupant compartmentalization, which is a passive occupant protection strategy. Tables designed to absorb energy can minimize the forces and accelerations imparted to occupants during secondary impacts. The objective of this subtask is to evaluate the crashworthiness of existing and alternative table designs. Research may include computer analyses, sled testing, and full-scale testing. The research results are used to guide the development of an American Public Transportation Association (APTA) crashworthiness standard for workstation tables. KW - American Public Transportation Association KW - Crashworthiness KW - Energy absorption KW - Furniture KW - Occupant vehicle interface KW - Passengers KW - Prototype tests KW - Railroad safety KW - Railroad trains KW - Sled tests KW - Standards UR - https://trid.trb.org/view/1366789 ER - TY - ABST AN - 01465248 TI - Advanced Freight Car Truck Design AB - The objectives of this project are to: (1) Identify current design deficiencies through examination TPD and HD tear down data; (2) Conduct NUCARS® parametric studies simulating these deficiencies; (3) Develop improved design proposals; (4) Model these proposals using NUCARS®; (5) Conduct tests on selected designs. KW - Design KW - Design deficiencies KW - Freight cars KW - NUCARS (Computer program) KW - Simulation UR - http://ntl.bts.gov/lib/42000/42900/42940/rr0907.pdf UR - https://trid.trb.org/view/1233481 ER - TY - ABST AN - 01465246 TI - FRA Guidance on Electromagnetic Safety and Environmental Consensus Standards AB - The objectives of this project are to: (1) continue to represent rail interests on Institute of Electrical and Electronics Engineers (IEEE) / International Committee on Electromagnetic Safety (ICES) Committee and assist Federal Railroad Administration (FRA); (2) conduct international scan to identify standards, guidelines and industry Best Practices (BP) to prevent, minimize or mitigate Electromagnetic fields (EM) safety hazards; and (3) develop FRA guidance/Safety Advisory (SA) with applicable safety standards on Electromagnetic fields (EMF), radiation (EMR), compatibility (EMC) and interference (EMI) for safe operability and human exposure safety. KW - Best practices KW - Electromagnetic compatibility KW - Electromagnetic interference KW - Electromagnetic radiation KW - Railroad operations KW - Railroad safety KW - Standards UR - https://trid.trb.org/view/1233479 ER - TY - ABST AN - 01465245 TI - Freight Car Fatigue Load Environment AB - The objective of this project is to (1) determine the vertical, lateral and longitudinal in-train environment for selected trains in selected services; (2) catalogue results for future comparisons and analyses; (3) compare results with existing car and component standards and repos results; and (4) modify standards where necessary. KW - Alternatives analysis KW - Failure KW - Freight cars KW - Lateral loads KW - Loads UR - https://trid.trb.org/view/1233478 ER - TY - SER AN - 01159338 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - Non-Destructive Evaluation of Railway Track Using Ground Penetrating Radar PY - 2005/10 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development sponsored a study under the Track and Structures Program for evaluating railway track conditions using ground-penetrating radar (GPR). The track conditions targeted by the GPR research contribute to its overall performance and the safety of railway operations including the rate of track geometry deterioration, track buckling potential, and overall track support conditions as covered by the FRA Railway Accident Incident Reporting Systems (RAIRS) train accident cause codes T101-T108, T109, and T001, respectively (FRA, 1997). GPR can provide a rapid, non-destructive inspection for evaluating railway track substructure integrity. The equipment is non-contact and allows data collection at normal vehicle track speed. GPR provides continuous top-of-rail measurements of substructure layer conditions, with the potential to measure the layer thickness, water content, and density of the substructure components (ballast, sub ballast, subgrade). GPR is also capable of observing trapped water from poor drainage, soft subgrade due to high water content and related deformation, and is potentially capable of distinguishing fouled ballast from clean ballast. The study shows that GPR can quantify the thickness, lateral, and longitudinal extent of substructure layers. GPR can provide useful profiles of the track substructure showing variation in condition and depth along and across the track, indicative of differences in track performance. KW - Ground penetrating radar KW - Inspection KW - Maintenance of way KW - Nondestructive tests KW - Railroad tracks UR - http://www.fra.dot.gov/Elib/Document/2141 UR - https://trid.trb.org/view/918630 ER - TY - SER AN - 01159330 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - On-line High-speed Rail Defect Detection – Phase III PY - 2005/10 SP - 5p AB - The Federal Railroad Administration (FRA) Office of Research and Development’s Track and Structures Program sponsored a study for developing and testing a rail defect detection system based on ultrasonic guided waves and non-contact probing. Current rail defect detection systems based on ultrasonic testing have limitations in terms of reliability of defect detection, inspection speed, and other drawbacks associated with the requirement for contact between the ultrasonic probes and the rail surface. More importantly, conventional ultrasonic testing of rails has serious difficulties detecting internal defects in the presence of surface shelling. The rail defect detection technique that is being funded is based on fundamentally new concepts in that it 1) uses ultrasonic waves traveling along, rather than across the rail running direction, 2) uses non-contact means of generating and detecting the ultrasonic waves in the rail, and 3) uses advanced signal processing algorithms to de-noise the measurements and extract robust defect-sensitive information. A prototype is being assembled based on this technology and plans are in place to install and test the prototype in the FRA Research Car. KW - Defects KW - Detection and identification KW - High speed rail KW - Inspection KW - Maintenance of way KW - Rail (Railroads) KW - Ultrasonic waves UR - http://www.fra.dot.gov/Elib/Document/2140 UR - https://trid.trb.org/view/918629 ER - TY - RPRT AN - 01045484 AU - Federal Railroad Administration TI - Railroad Safety Statistics 2003 Annual Report PY - 2005/10 SP - 159p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of "Zero Tolerance" for railroad-related accidents, injuries and fatalities. This book is intended as a resource for the FRA's safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2003. This edition of the book compiles previous safety bulletins prepared by the FRA. These include: the Accident/Incident Bulletin; the Highway-Rail Crossing Accident/Incident and Inventory Bulletin; and the Trespasser Bulletin. The consolidation of accident/incident statistics previously contained in other publications provides the reader with a single source for a comprehensive overview of railroad safety. KW - Annual reports KW - Crash causes KW - Fatalities KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Tables (Data) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/805460 ER - TY - RPRT AN - 01095792 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Final Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for the Proposed California High-Speed Train System Volume III: Appendices PY - 2005/08 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. The HST system would primarily travel on a dedicated system with fully grade-separated tracks and would be expected to carry an annual minimum of 32 million intercity passengers and 10 million commuter passengers by the year 2020. This Final Program EIR/EIS analyzes a proposed HST Alternative and compares it with a No Project/No Action (No Project) Alternative and a Modal Alternative (potential improvements to the highways and airports serving the same intercity travel demand as the HST Alternative). The report identifies preferred HST corridors/general alignments, general station locations, recommended mitigation strategies, recommended design practices and further measures for guiding development of the HST system and avoiding and minimizing potential adverse environmental impacts. This document contains the appendices to the report. KW - California KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail UR - http://www.cahighspeedrail.ca.gov/eir_final/FEIR/Vol3.asp UR - https://trid.trb.org/view/850228 ER - TY - RPRT AN - 01095715 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Final Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for the Proposed California High-Speed Train System: Volume II: Response to Comments PY - 2005/08 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. The HST system would primarily travel on a dedicated system with fully grade-separated tracks and would be expected to carry an annual minimum of 32 million intercity passengers and 10 million commuter passengers by the year 2020. This Final Program EIR/EIS analyzes a proposed HST Alternative and compares it with a No Project/No Action (No Project) Alternative and a Modal Alternative (potential improvements to the highways and airports serving the same intercity travel demand as the HST Alternative). The report identifies preferred HST corridors/general alignments, general station locations, recommended mitigation strategies, recommended design practices and further measures for guiding development of the HST system and avoiding and minimizing potential adverse environmental impacts. This document contains the comments from federal, state, and local agencies, organizations, individuals, public hearings, and the web, as well as the corresponding standard comments. KW - California KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail KW - Public opinion UR - http://www.cahighspeedrail.ca.gov/eir_final/FEIR/Vol2.asp UR - https://trid.trb.org/view/850227 ER - TY - RPRT AN - 01095713 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - Final Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) for the Proposed California High-Speed Train System: Volume I: Report PY - 2005/08 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. The HST system would primarily travel on a dedicated system with fully grade-separated tracks and would be expected to carry an annual minimum of 32 million intercity passengers and 10 million commuter passengers by the year 2020. This Final Program EIR/EIS analyzes a proposed HST Alternative and compares it with a No Project/No Action (No Project) Alternative and a Modal Alternative (potential improvements to the highways and airports serving the same intercity travel demand as the HST Alternative). The report identifies preferred HST corridors/general alignments, general station locations, recommended mitigation strategies, recommended design practices and further measures for guiding development of the HST system and avoiding and minimizing potential adverse environmental impacts. KW - California KW - Environmental impact analysis KW - Environmental impacts KW - High speed ground transportation KW - High speed rail UR - http://www.cahighspeedrail.ca.gov/eir_final/FEIR/Vol1.asp UR - https://trid.trb.org/view/850226 ER - TY - RPRT AN - 01051579 AU - LoPresti, Joe AU - Association of American Railroads AU - Federal Railroad Administration TI - Fiberglass Wrapped Tie Performance Evaluation Report PY - 2005/08 SP - 16p AB - Forty-two fiberglass fabric wrapped, solid-sawn wood ties during 300 million gross tons (MGT) of heavy axle load (HAL) traffic and eight fiberglass fabric wrapped ties with metal cover plates were recently evaluated during 125 MGT of HAL traffic at the Transportation Technology Center in Pueblo, Colorado. This observational test was a followup to West Virginia University’s test of 200 fiberglass wrapped ties test that concluded in 2002 after 145 MGT of HAL traffic. The original test showed that the fiberglass wraps were not as durable as intended, thus prompting this evaluation of improved fiberglass and metal covered fiberglass wraps. The second test showed that the changes made to the fiberglass wraps improved their durability. KW - Anchors (Structural connectors) KW - Axle loads KW - Durability KW - Fiberglass KW - Metal covers KW - Pueblo (Colorado) KW - Railroad ties KW - Tests KW - Tie plates KW - Wraps (Structural reinforcement) UR - http://www.fra.dot.gov/Elib/Document/1264 UR - https://trid.trb.org/view/809555 ER - TY - RPRT AN - 01006538 AU - Einhorn, Jay AU - Sheridan, Thomas AU - Multer, Jordan AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Preview Information in Cab Displays for High-Speed Locomotives PY - 2005/07//Final Report SP - 60p AB - This research examined the usefulness of preview information in the control of high-speed trains. Experiments were run on a human-in-the-loop locomotive simulator. The primary goal was to examine whether the proposed information-aiding displays improved safety and efficiency of train operation over an existing display. Safety was measured by monitoring speed control, signal adherence, and reaction time. Efficiency was measured by monitoring stopping accuracy and schedule deviation. Locomotive engineers and student participants performed similarly with respect to signal adherence and speed control. Preview information was useful in both cases; Longer preview and variable preview displays provided the best results. The preview displays were detrimental to accurate station-stopping, as the displays provided an inadequate level of resolution to stop accurately. Although the locomotive engineers responded favorably to the preview displays, further work is needed to determine how the engineer allocates attention between information in the cab and information outside the cab. KW - Cabs (Vehicle compartments) KW - Efficiency KW - High speed rail KW - Human in the loop simulation KW - Information display systems KW - Intelligent railroad systems KW - Locomotive operations KW - Locomotives KW - Preview information KW - Railroad safety KW - Railroad signals KW - Reaction time KW - Schedule maintenance KW - Signal adherence KW - Simulation KW - Speed control UR - http://www.fra.dot.gov/Elib/Document/1292 UR - http://ntl.bts.gov/lib/33000/33700/33700/33700.pdf UR - https://trid.trb.org/view/762608 ER - TY - RPRT AN - 01006520 AU - Marinakos, Helias AU - Sheridan, Thomas AU - Multer, Jordan AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Effects of Supervisory Train Control Technology on Operator Attention PY - 2005/07//Final Report SP - 52p AB - This report describes an experiment evaluating the effects of supervisory control automation on attention allocation while operating a train. The study compared two levels of supervisory control (partial and full) to manual control, in terms of how it affects vigilance detection and situation awareness. Human performance was measured using a human-in-the-loop train simulator. To evaluate vigilance, participants were asked to detect two types of automation failures and react to obstructions on the track. Situation awareness was measured using the Situation Awareness Global Assessment Technique (SAGAT) in which the simulation was suspended at periodic intervals and the subjects answered questions about the system. These answers were compared to objective measures of system performance. Attention allocation varied with the method by which supervisory control was implemented. In particular, attention allocation for speed control, a critical piece of information, varied with the two methods. Partial supervisory control, as implemented in this experiment, resulted in a narrowing of attention. The primary focus was on speed information. By contrast, use of full supervisory control resulted in participants spreading their attention more broadly, but at the expense of speed information. KW - Attention KW - Attention allocation KW - Automatic train control KW - Awareness KW - Human beings KW - Human in the loop simulation KW - Manual control KW - Operators (Persons) KW - Performance KW - Railroad simulators KW - Railroad trains KW - Speed control KW - Supervisory control systems KW - Technology KW - Vigilance UR - http://www.fra.dot.gov/Elib/Document/1305 UR - http://ntl.bts.gov/lib/33000/33600/33696/33696.pdf UR - https://trid.trb.org/view/762611 ER - TY - RPRT AN - 01001000 AU - Federal Railroad Administration TI - Federal Railroad Administration Action Plan for Addressing Critical Railroad Safety Issues PY - 2005/05/16 SP - 10p AB - The railroad industry’s overall safety record has improved over the last decade and most safety trends are moving in the right direction. However, significant train accidents continue to occur, and the train accident rate has not shown substantive improvement in recent years. Moreover, recent train accidents have highlighted specific issues that need prompt government and industry attention, and the strong growth of rail and highway traffic continue to drive up exposure at highway-rail grade crossings. The Federal Railroad Administration (FRA) is aggressively addressing these critical issues and implementing the plan outlined below to improve railroad safety. The FRA’s safety program is increasingly guided by careful analysis of accident, inspection, and other safety data. FRA attempts to direct both its regulatory and compliance efforts toward those areas involving the highest safety risks. This proactive approach to managing risks is constantly being honed and improved. This action plan embodies that approach and will: target the most frequent, highest risk causes of accidents; focus FRA’s oversight and inspection resources; and accelerate research efforts that have the potential to mitigate the largest risks. The FRA’s plan includes initiatives in several areas: reducing human factor-caused train accidents; acting to address the serious problem of fatigue among railroad operating employees; improving track safety; enhancing hazardous materials safety and emergency preparedness; better focusing FRA’s resources (inspections and enforcement) on areas of greatest safety concern; and improving highway-rail grade crossing safety. KW - Crash data KW - Data analysis KW - Disaster preparedness KW - Emergency management KW - Enforcement KW - Fatigue (Physiological condition) KW - Hazardous materials KW - Human factors in crashes KW - Inspection KW - Operators (Persons) KW - Oversight KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad tracks KW - Research KW - Risk management KW - Safety programs KW - Strategic planning KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/756731 ER - TY - RPRT AN - 01074924 AU - Federal Railroad Administration TI - Florida high speed rail, Tampa to Orlando : environmental impact statement PY - 2005/05//Volumes held: Draft, F, FappA (folio) KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/834318 ER - TY - SER AN - 01475521 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Conklin, John AU - Federal Railroad Administration TI - Remote Control Locomotive Operations: Results of Focus Groups with Remote Control Operators in the U.S. and Canada PY - 2005/04 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development sponsored a research project to learn more about remote control locomotive (RCL) operations safety-related issues, lessons learned, and best practices from those most familiar with the equipment and operations. The findings from focus groups with remote control operators (RCOs) in the U.S. and Canada are presented. Seventy-eight RCOs participated in 12 focus groups conducted in four cities from March to May 2003. Focus groups addressed five themes: RCL implementation, training, current RCL operations, prior operating experience, and future RCL operations. RCOs identified and discussed a number of issues related to each theme, and suggested changes for the future. Key themes based on RCO perceptions and experiences include the following: adequacy of RCO training, reliability of RCL equipment, and RCO situation awareness. RCO suggestions addressed these key themes. RCOs also noted three primary areas of improvement before RCL operations are considered for service outside yards: improve training, more reliable equipment, and greater control over the RCL and consist. KW - Best practices KW - Focus groups KW - Locomotives KW - Railroad safety KW - Remote control KW - Training UR - http://www.fra.dot.gov/Elib/Document/2144 UR - https://trid.trb.org/view/1245228 ER - TY - SER AN - 01475495 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Work Schedules and Sleep Patterns of Railroad Signalmen PY - 2005/04 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 signalmen and examined the relationship between these schedules and level of alertness of the individuals working the schedules. This study methodology was a survey of a random sample of currently working U.S. railroad signalmen who completed a background survey and kept a daily log for 2 weeks. Signalmen are a predominantly healthy middle-aged male population. They work either construction or maintenance jobs. Both groups get the same amount of nighttime sleep but the construction group reports better sleep quality and better daytime alertness. This difference is likely due to the unscheduled work periods and nighttime calls that maintenance jobs entail, as well as the start time variability of maintenance jobs. During the study period nearly two-thirds of the non-construction signalmen had at least one unscheduled work period. Over 50 percent of signalmen get less than 7 hours of sleep on work nights while 39 percent of U.S. adults get this amount. Possible explanatory factors for daytime alertness levels, including an unscheduled work period the prior day, time working without a break, total hours worked and commute time, were explored. Based on the experience of this study, several methodological changes are suggested for future studies of this type. KW - Alertness KW - Fatigue (Physiological condition) KW - Hours of labor KW - Maintenance personnel KW - Males KW - Railroad safety KW - Signalmen KW - Sleep deprivation KW - United States UR - http://www.fra.dot.gov/Elib/Document/2143 UR - https://trid.trb.org/view/1245227 ER - TY - SER AN - 01159313 JO - Research Results PB - Federal Railroad Administration AU - Punwani, John AU - Federal Railroad Administration TI - Locomotive Crew Egress PY - 2005/04 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development initiated a research project to develop and evaluate innovative concepts for locomotive crew egress in the event of a crash that makes the normal means of egress unusable. Locomotive operating crews and rescue workers need improved means of cab egress and access in the event of an accident. Although present regulations and practices address this need in a limited way, further measures could provide substantial improvements in the survivability of crews. This program has focused on three innovative egress concepts that would be of particular use following a crash that toppled the locomotive or prevented use of the front and rear doors. These concepts are 1) roof-mounted escape hatch with hand/foot holds to facilitate reaching the hatch 2) easily removable door hinges and 3) windshield that is removable from the cab interior. A fourth concept, automated collision notification (ACN), determines that a crash has occurred and places a phone call to report the crash. The roof-mounted hatch system was fabricated as a working prototype and installed in a full-scale mockup of a toppled locomotive. Usability testing with experienced train crewmembers and emergency responders demonstrated the usability of the system under 90° and 45° toppled scenarios. The removable door hinges have been fabricated and installed in a crash test locomotive. A prototype hatch egress system is being installed in a demonstration locomotive. A prototype windshield system is ready for installation in a demonstration locomotive. KW - Access KW - Emergency exits KW - Escape systems KW - Locomotives KW - Railroad crashes KW - Railroad safety KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/2145 UR - https://trid.trb.org/view/918632 ER - TY - SER AN - 00987790 JO - FRA Research Results PB - Federal Railroad Administration AU - Federal Railroad Administration TI - DEVELOPMENT OF OBJECTIVE TRACK QUALITY INDICES PY - 2005/03 SP - 4 p. AB - The Federal Railroad Administration (FRA) Office of Research and Development initiated a research project to develop a set of objective track quality indices (TQIs) from track geometry data to assess track conditions in standards supplementary to the existing Federal Track Safety Standards (FTSS). Through its Research and Development programs on the high-speed research car (T-16) and the Automated Track Inspection Program (ATIP), a large amount of track geometry data was collected between 2000 and 2002. The data portrayed a comprehensive picture of the condition of the nation's rail network. The basic concept is the use of space curve length to represent track quality. Space curves are generated by track geometry measurement systems on a foot-by-foot basis. For a specified track segment length, the rougher the track surface, the longer the space curve will be when stretched into a straight line. A large number of track geometry surveys were processed and analyzed. The results show that the new FRA TQIs can quantitatively describe the relative condition of track surface geometries. Furthermore, the new TQIs are found to correlate well with the FTSS for each track class. TQI results for different track classes were fitted to popular distributions. Satisfactory results were achieved. KW - Automated track inspection KW - Condition surveys KW - Data collection KW - Federal Track Safety Standards KW - Railroad tracks KW - Standards KW - Track geometry KW - Track quality indices UR - http://www.fra.dot.gov/Elib/Document/2146 UR - https://trid.trb.org/view/754166 ER - TY - RPRT AN - 00987788 AU - Federal Railroad Administration TI - ITIC-IM, VERSION 1.0: INTERMODAL TRANSPORTATION AND INVENTORY COST MODEL, HIGHWAY-TO-RAIL INTERMODAL, USER'S MANUAL PY - 2005/03 SP - 35 p. AB - The Intermodal Transportation and Inventory Cost (ITIC) Model is a personal computer model for performing policy analysis of issues concerning longhaul freight movement, such as modal diversion or the assessment of economic benefits associated with changes in transportation policy or infrastructure. The model replicates the decision-making tradeoffs made by a logistics manager in selecting the mode and shipment size used to resupply his company's inventory of a particular product. The implications of making alternative choices are assessed in both modal choice and in dollars and cents terms. This version of the ITIC Model is for policy analysis to measure the potential for diverting highway truck movements to rail intermodal service. The model runs off of truck flow data inputs and can determine if rail intermodal can capture traffic from the ubiquitous 5-axle tractor-trailer following, for example, rail service improvements that lower shipper/receiver logistics costs. Such improvements can make rail the more efficient provider and can be tested in the model. This report contains a detailed discussion and overview of the model structure and components. KW - Computer models KW - Computer program documentation KW - Costs KW - Decision making KW - Economic benefits KW - Freight transportation KW - Intermodal transportation KW - Inventory cost model KW - Logistics KW - Longhaul freight movement KW - Modal diversion KW - Mode choice KW - Policy analysis KW - Railroads KW - Trucking UR - https://docs.google.com/file/d/0B_vLgMTryumCNnpBT0VhZm1SWWU4LVgybkRNWU52dw/edit UR - https://trid.trb.org/view/753661 ER - TY - RPRT AN - 01472815 AU - Gertler, Judith AU - Hartenbaum, Natalie AU - Viale, Alex AU - Wittels, Ellison AU - Ellis, Sharon Henderson AU - Foster-Miller, Incorporated AU - Federal Railroad Administration TI - Medical Standards for Railroad Workers PY - 2005/01//Final Report SP - 211p AB - This report provides information for the Federal Railroad Administration (FRA) to use in assessing the need for a medical standards program for railroad workers performing safety-sensitive functions and in determining an appropriate course of action. The study examined existing programs of three U.S. Department of Transportation (DOT) modal administrations, five foreign programs and 12 railroads representing Class 1, regional/short line and commuter operators. Review of five different sources of accident and casualty data found several accidents and injuries where the medical condition of the employee was the probable or contributing cause. Over half of employee-on-duty fatalities in 2003 were due to medical conditions. The available medical literature on operator impairment consistently links performance impairment to fatigue, certain medications and hypoglycemia. Compatibility of a medical standards program with the Americans with Disabilities Act, the Railway Labor Act, Health Insurance Portability and Accountability Act regulations and existing labor agreements does not appear to be a problem. Based on the programs of the DOT modal administrations, foreign countries and existing railroad programs, options for the various components of a medical standards program are outlined. Three alternative models for FRA involvement in such a program are presented along with resource estimates. The study concludes that the FRA should proceed with development of a medical standards program and points out key issues that must be resolved. KW - Diseases and medical conditions KW - Employees KW - Human factors in crashes KW - Railroad safety KW - Standards KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/1600 UR - https://trid.trb.org/view/1243643 ER - TY - RPRT AN - 01002022 AU - Lanzilotta, Edward J AU - Sheridan, Thomas B AU - Massachusetts Institute of Technology AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Human Factors Phase III: Effects of Train Control Technology on Operator Performance PY - 2005/01//Final Report SP - 84p AB - This report describes a study evaluating the effects of train control technology on locomotive engineer performance. Several types of train control systems were evaluated: partial automation (cruise control and programmed stop) and full automation were compared to manual train control. The study evaluated how these systems affected human performance related to position control, speed regulation and response to system failures, using a human-in-the-loop locomotive simulator. The study found a significant difference in the variance of response times to brake failures and traction motor failures for the partial automation condition compared to manual and full automation conditions. In this condition, participants biased toward monitoring events outside the locomotive instead of the instrument panel. KW - Automatic train control KW - Brake failure (Freight train) KW - Cruise control KW - Human factors KW - Locomotive engineers KW - Manual control KW - Performance KW - Railroad simulators KW - Reaction time UR - http://www.fra.dot.gov/Elib/Document/1266 UR - http://ntl.bts.gov/lib/33000/33600/33660/33660.pdf UR - http://ntl.bts.gov/lib/33000/33600/33698/33698.pdf UR - https://trid.trb.org/view/757618 ER - TY - RPRT AN - 01001005 AU - Lanzilotta, Edward J AU - Sheridan, Thomas B AU - Massachusetts Institute of Technology AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Human Factors Phase IV: Risk Analysis Tool for New Train Control Technology PY - 2005/01//Final Report SP - 90p AB - This report covers the theoretical development of the safety state model for railroad operations. Using data from a train control technology experiment, experimental application of the model is demonstrated. A stochastic model of system behavior is developed which is used to estimate the dynamic risk probability in a human-machine system. This model is based on a discrete Markov process model. Based on observer behavior of an existing system, the model is used to determine an instantaneous risk probability function, which is dependent on the system state. KW - Automatic train control KW - Estimating KW - Human factors KW - Markov processes KW - Operations KW - Probability KW - Railroad safety KW - Railroad trains KW - Railroads KW - Risk analysis KW - Safety state models KW - Stochastic processes KW - Technology UR - http://www.fra.dot.gov/Elib/Document/1267 UR - http://ntl.bts.gov/lib/33000/33600/33699/33699.pdf UR - https://trid.trb.org/view/756736 ER - TY - RPRT AN - 01507286 AU - United States Federal Railroad Administration TI - California high-speed train system : environmental impact statement PY - 2005///Volumes held: Draft, Draft Appendix, Final(3v) (v.2 in 2 pts.) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/1291610 ER - TY - RPRT AN - 01018645 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - A Plan to Fly California...Without Every Leaving the Ground: Final Program Environmental Impact Report/Environmental Impact Statement (EIR/EIS) PY - 2005 AB - A high-speed train (HST) system has been proposed for intercity travel in California between the major metropolitan centers of Sacramento and the San Francisco Bay Area in the north, through the Central Valley, to Los Angeles and San Diego in the south. The HST system is projected to carry as many as 68 million passengers annually by the year 2020. The project involves a train system capable of speeds in excess of 200 miles per hour (mph) (322 kilometers per hour [kph]) on a fully grade-separated track, with state-of-the-art safety, signaling, and automated control systems. This Final Program EIR/EIS analyzes a proposed HST Alternative and compares it with a No Project/No Action (No Project) Alternative and a Modal Alternative (potential improvements to the highways and airports serving the same intercity travel demand as the HST Alternative). This report identifies preferred corridors/general alignments, general station locations, recommended mitigation strategies, recommended design practices and further measures to guide development of the HST system at the project level to avoid and minimize potential adverse environmental impacts. KW - Alignment KW - California KW - California High Speed Rail Authority KW - Costs KW - Environmental impact analysis KW - Environmental impacts KW - High speed rail KW - Railroad stations UR - http://www.cahighspeedrail.ca.gov/eir_final/Default.asp UR - https://trid.trb.org/view/772395 ER - TY - RPRT AN - 01075207 AU - Federal Railroad Administration TI - Los Angeles Union Station run-through tracks project : environmental impact statement PY - 2004/11//Volumes held: Draft, Draft AppendixC, Final KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/834601 ER - TY - ABST AN - 01573860 TI - Plastic Ties Safety Performance Evaluation AB - Plastic composite ties’ use has increased significantly in recent years. A variety of material compositions and designs are available. This project is to continue support of the existing Government/Academia/Industry Partnership, and specifically to: 1) support triennail National Workshops under the auspices of the American Railway Engineering and Maintenance-of-Way Association (AREMA) Subcommittee on Engineered Composite Ties, for information sharing and research prioritization, 2) address safety concerns raised due to unknown failure modes and durability in service through testing at the Transportation Technology Center (TTC) and publication of reports through the National Technical Information Service (NTIS), 3) document performance based on the testing and use by Class 1 railroads, and 4) update of the AREMA Engineering Manual’s section on plastic ties based on these results. KW - American Railway Engineering and Maintenance-of-Way Association KW - Composite materials KW - Durability tests KW - Failure KW - Plastics KW - Railroad safety KW - Railroad ties KW - Transportation Technology Center, Incorporated UR - https://trid.trb.org/view/1366937 ER - TY - RPRT AN - 01006529 AU - Masquelier, Timothee AU - Sheridan, Thomas AU - Multer, Jordan AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Supporting Railroad Roadway Worker Communications with a Wireless Handheld Computer: Volume 2: Impact on Dispatcher Performance PY - 2004/10//Final Report SP - 88p AB - This report is the second in a series documenting the development and evaluation of a software application to facilitate communications for railroad roadway workers. 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. Using a global positioning system (GPS) receiver, the application can also show the location of the device. The study’s goal was to understand the safety implications of digital wireless communications and positioning technologies on roadway worker safety and performance. The current prototype operated on a cell phone integrated with a personal digital assistant (PDA). It was connected to a GPS receiver and exchanged messages with the dispatcher using wireless Internet access. Roadway workers and dispatchers participated in focus groups to acquire information about the tasks they perform and to identify usability concerns. An experiment was conducted to evaluate the current prototype’s impact on the dispatcher. Overall, interactions between dispatchers and roadway workers using digital communications were slower but more accurate than the same interactions over the radio. Dispatcher valued the tracking display based on GPS information, although it increased workload. KW - Accuracy KW - Cellular telephones KW - Communications KW - Digital communication systems KW - Dispatchers KW - Focus groups KW - Global Positioning System KW - Handheld computers KW - Internet KW - Location KW - Performance KW - Personal digital assistants KW - Railroad construction workers KW - Safety KW - Software KW - Tracking display KW - Usability KW - Wireless communication systems KW - Workload UR - http://ntl.bts.gov/lib/33000/33600/33692/33692.pdf UR - https://trid.trb.org/view/762617 ER - TY - RPRT AN - 01006535 AU - Oriol, Nicolas AU - Sheridan, Thomas AU - Multer, Jordan AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Supporting Railroad Roadway Worker Communications with a Wireless Handheld Computer: Volume 1: Usability for the Roadway Worker PY - 2004/10//Final Report SP - 76p AB - Communications in current railroad operations rely heavily on voice communications. Radio congestion impairs roadway workers’ ability to communicate effectively with dispatchers at the Central Traffic Control Center and has adverse consequences for the safety and efficiency of railroad operations. A prototype communications device was developed for roadway workers to request train and territory information and to request track protection from the dispatcher. The device uses a wireless data link to send and receive information in digital form. The data link device was designed to obtain real-time information about train location without assistance from the dispatcher. The report describes the development of this device and a usability evaluation to identify safety and productivity issues that must be addressed for successful implementation. KW - Communications KW - Data link KW - Development KW - Dispatchers KW - Handheld computers KW - Location KW - Operations KW - Personnel KW - Productivity KW - Railroad construction workers KW - Railroad trains KW - Railroads KW - Real time information KW - Safety KW - Usability KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/1290 UR - http://ntl.bts.gov/lib/33000/33600/33690/33690.pdf UR - https://trid.trb.org/view/762615 ER - TY - RPRT AN - 01002012 AU - Malsch, Nicolas AU - Sheridan, Thomas AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Impact of Data Link Technology on Railroad Dispatching Operations PY - 2004/10//Final Report SP - 76p AB - This study examined data link communication as an alternative channel to voice radio for railroad dispatchers. The goal was to compare how data link affected performance compared to voice radio only communications on measures related to safety, productivity, communication efficiency, and situation awareness. A data link system with two addressing options was compared to radio. The discrete message capability enabled the dispatcher to send a message to one individual at a time. The broadcast message capability enabled the dispatcher to send a single message to multiple recipients. The experiment was run on a human-in-the-loop railroad dispatcher simulator. Overall, data link proved superior to the voice radio environment, in terms of safety. Safety of maintenance workers was improved by both data link systems while train safety was improved only for broadcast messages. No increase in dispatching productivity (train and track maintenance) was observed with data link. For communication efficiency, the results depended upon message complexity. Dispatchers spent less time exchanging simple messages with voice radio. Conversely, dispatchers exchanged complex messages more quickly in the data link environment. The differences in communication efficiency as a function of message complexity can be attributed to the type of interface: visual or auditory. KW - Data communications KW - Data link KW - Human factors KW - Performance KW - Productivity KW - Radio KW - Railroad dispatchers KW - Railroad simulators KW - Safety KW - Task analysis KW - Track allocation KW - Train routing UR - http://www.fra.dot.gov/Elib/Document/1304 UR - http://ntl.bts.gov/lib/33000/33600/33688/33688.pdf UR - https://trid.trb.org/view/757629 ER - TY - RPRT AN - 01051569 AU - Gertler, Judith AU - Nash, David AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Optimizing Staffing Levels and Schedules for Railroad Dispatching Centers PY - 2004/09//Final Report SP - 103p AB - This report presents the results of a study to explore approaches to establishing staffing levels and schedules for railroad dispatchers. The work was conducted as follow-up to a prior study that found fatigue among dispatchers, particularly those who worked permanent night shifts. The present study had four objectives: 1) document current industry practices, 2) assess impact of current schedules on dispatcher fatigue, 3) develop methodology for establishing staffing levels, 4) develop alternative scheduling strategies. Through site visits to six dispatching operations, current industry approaches to dispatcher staffing and scheduling were documented. All six sites have three categories of jobs: regular, relief and extra board. Staffing levels are established through experience and management judgment. All of these sites use schedules that are categorized as non self-relieving 3-crew systems with a relief crew. The Relief Factor Formulas (RFF), the shift relief factor and the optimal staffing formula, are suggested as alternative methods for establishing staffing levels at dispatching centers. These methods compute an objective staffing level based on management criteria and historical data for “not at work days.” Staffing projections using the RFF assume that absences are equally likely to occur on any day of the week or season of the year so it is possible that there will be a limited number of days when overtime may be necessary. Current dispatcher schedules have a number of possible problems with regard to dispatcher fatigue and quality of work life. Alternative scheduling strategies that can relieve these are the following: A) Create a three crew self-relieving system, B) Allow fixed weekday shift for senior dispatchers and rotate days off for remaining positions, C) Assign relief dispatchers to a single shift and use extra board to cover unplanned vacancies on a single shift, D) Convert weekends to two 12-hr shifts. All of these options have the potential to reduce fatigue and ease the burden for schedulers who must fill last-minute vacancies. KW - Dispatchers KW - Fatigue (Physiological condition) KW - Forecasting KW - Night shifts KW - Schedules KW - Scheduling KW - Selection and appointment KW - Strategic planning UR - http://www.fra.dot.gov/Elib/Document/1310 UR - http://ntl.bts.gov/lib/33000/33600/33689/33689.pdf UR - https://trid.trb.org/view/809629 ER - TY - ABST AN - 01458686 TI - Deployment of the NDGPS Service with Incoming Funds from France AB - No summary provided. KW - Deployment KW - Financial analysis KW - France KW - Global Positioning System KW - Implementation KW - Research projects KW - Serviceability UR - https://trid.trb.org/view/1226897 ER - TY - RPRT AN - 00984938 AU - Federal Railroad Administration TI - BENEFITS AND COSTS OF POSITIVE TRAIN CONTROL PY - 2004/08 SP - 62 p. AB - This report endeavors to describe safety benefits, and business benefits of positive train control (PTC) and allied business systems, which might utilize a PTC communications platform or draw information from PTC functions and utilize it to support business applications, together with the costs of those systems and applications. This analysis integrates several efforts, and as a result may appear to contain contradictions; however, what is presented here is the Federal Railroad Administration's (FRA's) best attempt to capture both the possibilities offered by PTC and related systems, and the very considerable uncertainties as to whether those benefits are attainable. At this time no in-service PTC system achieves the business benefits which may be possible. Many of the apparent conflicts are expressed in comments that FRA solicited on an early draft of this report from a group of industry experts. FRA endorses neither those criticisms, nor the original reports which were the subject of criticism. FRA does believe that it is important to present one vision of the potential for PTC and allied systems, recognizing that it will be necessary to demonstrate the technology on a significant scale before determining that the various benefits can be realized in practice. KW - Applications KW - Benefits KW - Businesses KW - Communications KW - Costs KW - Positive train control KW - Railroad safety KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/747754 ER - TY - RPRT AN - 00975946 AU - Office of the Secretary of Transportation AU - Federal Railroad Administration TI - SECRETARY'S ACTION PLAN: HIGHWAY-RAIL CROSSING SAFETY AND TRESPASS PREVENTION PY - 2004/06 SP - 54 p. AB - This Action Plan for Highway-Rail Grade Crossing Safety and Trespass Prevention (Plan) was prepared in response to the conference report for the FY 2003 Federal Railroad Administration (FRA) appropriation for Safety and Operations. The Plan examines the achievements and lessons learned over the last 10 years in grade crossing safety and trespass prevention. Additionally, it outlines a number of new initiatives and focuses attention on those areas where additional limited resources may be most beneficial in the 21st Century. Trespassing on railroad property and collisions at highway-rail grade crossings are the two leading causes of death in the entire railroad industry. In 2002, highway-rail crossing and trespasser deaths accounted for 94.3% (897) of all rail-related deaths (951). This new Plan stresses nine initiatives that carry forward the principal themes of the original action plan (1994), while providing a more specific focus on important work that remains to be accomplished. KW - Fatalities KW - Prevention KW - Railroad grade crossings KW - Safety KW - Strategic planning KW - Trespassers UR - http://www.fra.dot.gov/eLib/details/L03066 UR - https://trid.trb.org/view/702724 ER - TY - RPRT AN - 01051552 AU - Saks, Jane AU - Multer, Jordan AU - Blythe, Katherine AU - Research and Special Programs Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Proceedings of the Human Factors Workshop: Improving Railroad Safety Through Understanding Close Calls PY - 2004/05//Final Report SP - 156p AB - On April 23 and 24, 2003, the Federal Railroad Administration’s Office of Research and Development held a Human Factors Workshop: “Improving Railroad Safety Through Understanding Close Calls in Baltimore, Maryland.” The purpose of the workshop was to educate the railroad industry on the benefits of understanding close call events and the challenges to the implementation and success of a close call reporting system. The workshop provided a forum for participants to discuss issues of concern to the railroad industry. A close call was defined as “an opportunity to improve safety practices in a situation or incident that has a potential for more serious consequences.” These proceedings document the lessons learned from studying close call best practices in the railroad and airline industries. Included are summaries of the workshop presentations on lessons learned from existing close call systems in the airline and railroad industries. The proceedings also include feedback from workshop participants on lessons learned from their own "close call" experiences, benefits and barriers to implementing a close call management system, and Planning Committee recommendations for next steps in implementing a close call system for the railroad industry. Appendices contain supporting documentation. KW - Baltimore (Maryland) KW - Close calls KW - Human factors KW - Incident detection KW - Lessons learned KW - Quality assurance KW - Railroad safety KW - U.S. Federal Railroad Administration KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/1307 UR - https://trid.trb.org/view/809628 ER - TY - RPRT AN - 01026344 AU - Georgia Department of Transportation AU - South Carolina Department of Transportation AU - North Carolina Department of Transportation AU - Federal Railroad Administration TI - Macon-Charlotte Southeast High Speed Rail Corridor Plan Final Report PY - 2004/05//Final Report SP - 91p AB - This study evaluated the costs and revenues associated with improving and upgrading the existing Norfolk Southern freight right-of-way to operate new high-speed passenger train service between Macon and Atlanta, Georgia; Greenville and Spartanburg, South Carolina; and Charlotte, North Carolina with continuing service into Virginia and the Washington-New York-Boston Northeast Corridor. The study sought to answer the broad questions of the overall suitability and costs of using the freight line in order to help determine whether to pursue such a strategy for high-speed passenger service. KW - Atlanta (Georgia) KW - Boston (Massachusetts) KW - Charlotte (North Carolina) KW - Costs KW - Feasibility analysis KW - Freight trains KW - Greenville (South Carolina) KW - High speed rail KW - Improvements KW - Macon (Georgia) KW - Modernization KW - New York (New York) KW - New York (State) KW - Northeast Corridor KW - Passenger trains KW - Revenues KW - Right of way (Land) KW - Southeast Corridor Project KW - Spartanburg (South Carolina) KW - Transportation planning KW - Virginia KW - Washington (District of Columbia) UR - http://www.sehsr.org/reports/MACCLTrept2004.pdf UR - https://trid.trb.org/view/783118 ER - TY - RPRT AN - 00974281 AU - Federal Railroad Administration TI - SAFETY OF REMOTE CONTROL LOCOMOTIVE OPERATIONS PY - 2004/05 SP - 19 p. AB - This interim report addresses the congressional request that the Federal Railroad Administration (FRA) conduct an assessment of the impact of remote control locomotive (RCL) operations on safety. Preliminary data that were prepared for this report indicate the safety record of RCL operations over the past seven months (May 1, 2003 through November 30, 2003) has been quite positive. RCL train accident rates were found to be 13.5% lower than the train accident rates for conventional switching operations over the same period, while employee injury rates were found to be an impressive 57.1% lower for RCL operations than for conventional switching operations. The report is presented in four sections. The first section provides a brief history of FRA's involvement with RCL technology and FRA's efforts to facilitate its safe introduction into the U.S. railroad industry. The second section is a discussion of RCL safety issues that FRA has identified and has brought to the attention of the rail industry for resolution. The third section discusses several RCL related topics that FRA believes are worthy of further exploration. The fourth section is a statistical comparison of the relative safety of RCL switching operations and conventional railroad switching operations. KW - Crash rates KW - Injury rates KW - Locomotive operations KW - Railroad safety KW - Remote control KW - Switching KW - Technological innovations UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/698044 ER - TY - RPRT AN - 00986707 AU - Association of American Railroads AU - Federal Railroad Administration TI - REDUCING THE ADVERSE EFFECTS OF WHEEL IMPACTS ON SPECIAL TRACKWORK FOUNDATIONS PY - 2004/04 SP - 86 p. AB - This report deals with damage to special trackwork due to high impact loads and the beneficial effect of increasing damping in these foundations. Additional damping attenuates the high magnitude and high frequency of impact generated transient vehicle-track vibrations. This report covers the first phase of means, manners, and options for analyzing and enhancing the damping at the special trackwork locations, especially the crossing diamond foundations. KW - Damping capacity KW - Foundations KW - Train track dynamics KW - Vibration KW - Wheel loads UR - http://www.fra.dot.gov/Elib/Document/1306 UR - https://trid.trb.org/view/748180 ER - TY - JOUR AN - 00976273 JO - Transportation Planning and Technology PB - Taylor & Francis AU - Sharma, S AU - Lingras, P AU - Zhong, M AU - Taylor & Francis AU - Federal Railroad Administration TI - EFFECT OF MISSING VALUES ESTIMATIONS ON TRAFFIC PARAMETERS PY - 2004/04 VL - 27 IS - 2 SP - p. 119-144 AB - Data from permanent traffic counts (PTCs) help highway agencies understand travel patterns and allow for the development of expansion factors to convert short-period traffic counts, or seasonal traffic counts into estimates of annual traffic summary statistics. In this paper, factor models, autoregressive integrated moving average models and genetically designed regression and neural network models were used to estimate missing hourly volumes for six PTCs from ALberta, Canada. The effect of these models on annual average daily traffic (AADT) and design hourly volume (DHV) estimation was evaluated. Simple models usually resulted in large AADT and DHV estimation errors. Models were refined to improve estimations for individual hourly volumes. The small estimation errors in this study reflect stability and suitability of the models for updating missing values and estimating traffic parameters. It is believed these would be helpful to highway agencies in their traffic data programs. KW - Estimates KW - Genetic algorithms KW - Neural networks KW - Parametric analysis KW - Regression analysis KW - Traffic data KW - Traffic volume KW - Travel patterns UR - https://trid.trb.org/view/704402 ER - TY - JOUR AN - 00976272 JO - Transportation Planning and Technology PB - Taylor & Francis AU - Andersson, t AU - Vaerbrand, P AU - Taylor & Francis AU - Federal Railroad Administration TI - THE FLIGHT PERTURBATION PROBLEM PY - 2004/04 VL - 27 IS - 2 SP - p. 91-117 AB - The perturbation of airline flight schedules is done on a daily basis. This paper presents an application that can help airlines solve the complex problem of reconstructing their daily schedules. A mixed integer multicommodity flow model with side constraints is developed and further reformulated into a set packing model. The model uses cancellations, delays and aircraft swaps to resolve the perturbation. The model ensures that the schedule returns to normal occur within a certain time. The computations performed on real problem data obtained from a Swedish domestic airline show that the application is capable of presenting high quality solutions in a few seconds and therefore be used as a dynamic decision support system. KW - Airport operations KW - Decision support systems KW - Flight plans KW - Optimization KW - Perturbations KW - Scheduling UR - https://trid.trb.org/view/704401 ER - TY - JOUR AN - 00976271 JO - Transportation Planning and Technology PB - Taylor & Francis AU - Chang, I AU - Chang, G L AU - Taylor & Francis AU - Federal Railroad Administration TI - A NETWORK-BASED MODEL FOR ESTIMATING THE MARKET SHARE OF A NEW HIGH-SPEED RAIL SYSTEM PY - 2004/04 VL - 27 IS - 2 SP - p. 67-90 AB - A novel application of static traffic assignment methods is presented in this paper with a variable time value for estimating the market share of high speed rail in the northwest-southeast corridor in Korea. The corridor is currently served by air, conventional rail and highway modes. A time-space network structure is employed to capture the interrelations among competing transportation modes, and to reflect their supply- and demand-side constraints along with interactions through properly formulated link-node structures. KW - Competition KW - High speed rail KW - Market share KW - South Korea KW - Traffic assignment KW - Value of time UR - https://trid.trb.org/view/704400 ER - TY - RPRT AN - 00974146 AU - Beshers, E W AU - Blaze, J R AU - Resor, R R AU - ICF Consulting AU - Federal Railroad Administration TI - SCHEDULED RAILROADING AND THE VIABILITY OF CARLOAD SERVICE PY - 2004/03/16 SP - 42 p. AB - This paper addresses several questions around the topic of scheduled railroading. The central issue is the likely effect of scheduled operation on the financial performance of carload-merchandise service and whether carload service is likely to be financially viable over the next few decades. The findings were that (1) scheduled operation can lead to a significant reduction in carload costs, (2) scheduled operation can have a limited, but positive, effect on carload revenue, (3) given the effect on costs, and other possible efficiency improvements for carload service, there is a reasonable prospect that carload service will be viable and should be able to recover the capital required to sustain it, and (4) given the third finding, there are no implications for change in Federal policy regarding railroads. KW - Carload service KW - Costs KW - Economic efficiency KW - Financial analysis KW - Policy KW - Revenues KW - Scheduled railroading KW - Viability UR - http://www.fra.dot.gov/eLib/Details/L03015 UR - https://trid.trb.org/view/697920 ER - TY - RPRT AN - 01053993 AU - Federal Railroad Administration TI - Railroad Safety Statistics Final Report 2002 PY - 2004/03//Final Report SP - 150p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2002. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/812984 ER - TY - RPRT AN - 00986706 AU - Reiff, R AU - Pena, R AU - Davis, K AU - Clifton, M AU - Association of American Railroads AU - Federal Railroad Administration TI - LOCOMOTIVE-BASED TOP OF RAIL FRICTION CONTROL IMPLEMENTATION RESULTS AND ISSUES. PHASE 1: ATOMIZED SPRAY/FRICTION CONTROL PRODUCT PY - 2004/03 SP - 64 p. AB - This report documents the first phase of a test to determine what effect top of rail (TOR) friction modification has on rail surface friction, lateral curving forces, and train handling. In Phase 1, one type of TOR friction modifier and application system was evaluated, primarily on coal trains operating over a 120-mile segment which featured curves up to 10 degrees and gradients up to 2.2 percent. Results showed that lateral curving forces could be reduced up to 50%, when the TOR system was properly operated and maintained. During the TOR implementation period, no adverse train handling issues were noted. This work was conducted under the Track Train Interaction Program Element within the Federal Railroad Administration's Research and Development Strategic Plan, Phase 2, another TOR friction modifier and application system will be evaluated under the same conditions. KW - Friction KW - Surface friction (Geophysics) KW - Top of rail friction KW - Train operation KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/1428 UR - https://trid.trb.org/view/748179 ER - TY - RPRT AN - 00976182 AU - Holowaty, M C AU - Cogswell, R U AU - Moyer, N E AU - Parsons Transportation Group. P.C. AU - Federal Railroad Administration TI - TRANSPORTATION PLANNING FOR THE PHILADELPHIA-HARRISBURG 'KEYSTONE' RAILROAD CORRIDOR: TECHNICAL MONOGRAPH. VOLUME I: EXECUTIVE SUMMARY AND MAIN REPORT PY - 2004/03 SP - 102 p. AB - Should the Commonwealth of Pennsylvania desire to upgrade the railroad corridor between Philadelphia and Harrisburg for improved passenger service that meets specific travel time goal, a number of infrastructure improvements would be needed. This monograph enumerates, describes, and costs a set of improvements that could support a trip time goal of 90 minutes between Philadelphia and Harrisburg. The operational implications of such a service are discussed. This monograph may be of technical assistance to other states that are contemplating similar rail passenger service projects. KW - Improvements KW - Infrastructure KW - Passenger service KW - Railroad transportation KW - Transportation planning KW - Travel time UR - https://trid.trb.org/view/702792 ER - TY - RPRT AN - 00976183 AU - Holowaty, M C AU - Cogswell, R U AU - Moyer, N E AU - Parsons Transportation Group. P.C. AU - Federal Railroad Administration TI - TRANSPORTATION PLANNING FOR THE PHILADELPHIA-HARRISBURG 'KEYSTONE' RAILROAD CORRIDOR: TECHNICAL MONOGRAPH. VOLUME II: APPENDIXES PY - 2004/03 SP - 74 p. AB - Should the Commonwealth of Pennsylvania desire to upgrade the railroad corridor between Philadelphia and Harrisburg for improved passenger service that meets a specific travel time goal, a number of infrastructure improvements would be needed. This monograph enumerates, describes, and costs a set of improvements that could, in combination, support a trip time goal of 90 minutes between Philadelphia and Harrisburg. The operational implications of such a service are discussed. This monograph may be of technical assistance to other states that are contemplating similar rail passenger service projects. KW - Improvements KW - Infrastructure KW - Passenger service KW - Railroad transportation KW - Transportation planning KW - Travel time UR - http://www.fra.dot.gov/Elib/Document/2753 UR - https://trid.trb.org/view/702793 ER - TY - RPRT AN - 01472763 AU - Parker, Joey K AU - University of Alabama, Tuscaloosa AU - Federal Railroad Administration TI - Railroad Crossing Safety Technologies Part 3: Evaluation of LED Signal Systems PY - 2004/01/28 SP - 531p AB - The use of light emitting diode (LED) warning signals in the railroad industry has increased due to recent technological improvements. Safety concerns arise if an LED signal is not visible to an approaching train crew or vehicle driver. Therefore, it is necessary to determine the effects of an LED signal partial failure on the ability of an approaching train crew or vehicle driver to accurately see the warning signal. The 12 inch LED crossing signals tested in this project can be categorized as being with or without a power supply or regulator to control the voltage and current supplied to the LED circuit. In the lab tests, the two signals that do not use power supplies exhibited maximum light intensities (in candela) that were a strong function of both the supply voltage and the number of active LED elements. The four LED crossing signals and the three LED wayside signals exhibited maximum light intensities that were much less sensitive to either the supply voltage or the number of active LED elements. Consequently, there is no overall conclusion that can be drawn about the light intensity output of an LED signal without knowledge of the way the signal is constructed. A field test procedure was developed to determine how an individual perceives the partial failure of an LED signal light. A manually operated switch system was designed and built to select different patterns of non- illuminated LEDs. In addition, signal housings and test stands were designed and built to display LED signals during field tests. Two field tests were conducted using volunteers, who evaluated four 12 inch, red, LED railroad crossing signals at distances between 100 and 1500 ft. The volunteers evaluated the lights in different combinations of partial failures during each test. The field test indicated that the on/off status of an LED signal was usually determined correctly if 50% or more of the LED elements were active. KW - Equipment tests KW - Field tests KW - Light emitting diodes KW - Railroad grade crossings KW - Railroad safety KW - Railroad signals UR - http://www.fra.dot.gov/Elib/Document/1490 UR - https://trid.trb.org/view/1243644 ER - TY - SER AN - 01159333 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - A Preliminary Design of a System to Measure Vertical Track Modulus from a Moving Railcar PY - 2004/01 SP - 5p AB - Track modulus is a measure of its vertical roadbed stiffness and is an important parameter in track quality and performance. Modulus is defined by the ratio of rail deflection to the vertical contact pressure between rail base and track foundation. This project intends to develop a system for on-board, real-time, non-contact measurement of track modulus. A major difficulty in measuring track modulus from a moving rail car has been the lack of stable reference for the measurements. The proposed system is based on measurements of the relative displacement between the track and the wheel/rail contact point. A laser-based vision system was developed to measure this relative displacement and a mathematical model was used to estimate track modulus from the relative displacement. Analysis and dynamic simulations of a moving car were performed to evaluate the design and sensitivity of the proposed system and to demonstrate the effectiveness of the system. Results of preliminary field tests for a slow (<10 mph) moving railcar over various sections of track, including road crossings, rail joints, and bridges, showed excellent agreement with independent way-side measurements. KW - Measurement KW - Performance KW - Railroad tracks KW - Ride quality KW - Stiffness KW - Subgrade (Pavements) KW - Track modulus UR - http://www.fra.dot.gov/Elib/Document/2147 UR - https://trid.trb.org/view/918647 ER - TY - SER AN - 01159310 JO - Research Results PB - Federal Railroad Administration AU - Spons, Gunars AU - Federal Railroad Administration TI - Development and Deployment Of a Vehicle Tracking System PY - 2004/01 SP - 4p AB - A vehicle tracking system (VTS) was installed and deployed at the Federal Railroad Administration’s (FRA’s) Transportation Technology Center (TTC) in November 2002. The fundamental goal of this program was to enhance the already high level of safety for TTC personnel in a spread out field test environment and allow for a higher level of asset monitoring and management by providing near real-time vehicle location determination. This system leverages several enabling technologies for Positive Train Control (PTC) systems that are now available off-the-shelf, such as: (1) The U. S. Department of Defense Global Positioning System (GPS); (2) The USDOT differential augmentation to GPS, known as Nationwide GPS (NDGPS); (3) Digital radio frequency communications for transmission of mobile vehicle situation data; (4) Wireless local area network communications for high-speed transmission of mapping data. The tracking system, which has been operational since November 2002, is installed on 17 vehicles, including four locomotives. There are also five spare units that may be used to equip mutual aid responders during emergencies. The system is flexible enough for future expansion. KW - Asset management KW - Automatic vehicle location KW - Positive train control KW - Vehicle tracking UR - http://www.fra.dot.gov/Elib/Document/2148 UR - https://trid.trb.org/view/918634 ER - TY - RPRT AN - 00973593 AU - Federal Railroad Administration TI - ANNUAL REPORT ON NEW STARTS: PROPOSED ALLOCATIONS OF FUNDS FOR FISCAL YEAR 2005 PY - 2004/01 SP - v.p. AB - This is the Report of the Secretary of Transportation to the United States Congress Pursuant to 49 U.S.C. 5309(o)(1). The report makes recommendations for the allocation of over $1.5 billion for new fixed guideway systems and extensions to existing fixed guideway systems for FY 2005. It is a collateral document to the President's FY 2005 budget request to Congress. The FY 2005 recommendations include funding for 32 existing, pending, and proposed Full Funding Grant Agreements. These projects include commuter rail, light rail, heavy rail, and bus rapid transit. When completed, they will carry over 243 million riders annually, save over 12 million hours in travel time benefits, and significantly improve air quality and mobility. In addition this Annual Report provides a snapshot of each project in development and serves as guidance document to project sponsors. The report is organized into two sections: main text specifies funding recommendations by project and provides background information on FTA programs and practices; and appendices provide detailed information on each proposed project. Appendix A provides complete profiles of proposed projects in preliminary engineering, final design, or construction. Appendix B briefly describes each project that is currently in alternative analysis. KW - Annual reports KW - Bus rapid transit KW - Commuter service KW - Financing KW - Fixed guideway systems KW - Guideways KW - Light rail transit KW - Public transit KW - Rail transit UR - https://trid.trb.org/view/698510 ER - TY - RPRT AN - 00971007 AU - Federal Railroad Administration TI - TRANSPORTATION PLANNING FOR THE RICHMOND-CHARLOTTE RAILROAD CORRIDOR. VOLUME II. APPENDIXES PY - 2004/01 SP - 242 p. AB - Should the States of North Carolina and Virginia desire to upgrade the railroad corridor between Richmond and Charlotte for improved passenger service that meets a specific travel time goal, a number of infrastructure improvements would be needed. This monograph enumerates, describes, and costs a set of improvements that could, in combination, support a trip time goal of 4 hours and 25 minutes between the two cities. The operational implications of such a service are discussed. As the corridor contains a variety of operating conditions, this monograph may be of technical assistance to other states that are contemplating similar rail passenger service projects. KW - Charlotte (North Carolina) KW - Corridors KW - Costs KW - Improvements KW - Infrastructure KW - Passenger service KW - Railroads KW - Richmond (Virginia) KW - Transportation planning UR - https://trid.trb.org/view/696638 ER - TY - RPRT AN - 00971006 AU - Federal Railroad Administration TI - TRANSPORTATION PLANNING FOR THE RICHMOND-CHARLOTTE RAILROAD CORRIDOR. VOLUME I. EXECUTIVE SUMMARY AND MAIN REPORT PY - 2004/01 SP - 190 p. AB - Should the States of North Carolina and Virginia desire to upgrade the railroad corridor between Richmond and Charlotte for improved passenger service that meets a special travel time goal, a number of infrastructure improvements would be needed. This monograph enumerates, describes, and costs a set of improvements that could, in combination, support a trip time goal of 4 hours, 25 minutes between Richmond and Charlotte. The operational implications of such a service are discussed. As the corridor contains a variety of operating conditions, this monograph may be of technical assistance to other states that are contemplating similar rail passenger service projects. KW - Charlotte (North Carolina) KW - Corridors KW - Improvements KW - Passenger service KW - Railroads KW - Richmond (Virginia) KW - Transportation planning KW - Travel time UR - http://www.fra.dot.gov/Elib/Document/1308 UR - https://trid.trb.org/view/696637 ER - TY - RPRT AN - 01111212 AU - Saks, J AU - Carroll, A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - North Carolina DOT Traffic Separation Studies. Volume Two: Findings by Community PY - 2004 SP - 42p AB - The Federal Railroad Administration requested the U.S. Department of Transportation's (DOT's) Volpe National Transportation Systems Center (Volpe Center) to assess the Traffic Separation Study (TSS) process developed by the North Carolina Department of Transportation's (NCDOT's) Rail Division, to determine the effectiveness of the program and its applicability to other states. Stakeholders from 10 communities were interviewed to determine if the TSS process was effective, and if so, what best practices made the process successful. The TSS is a collaborative partnership among NCDOT Rail Division; railroad engineers; engineering consulting firms; mayors and other municipal officials; police, fire, and other emergency services staff; and community residents, including abutters to the site, land developers and motorists. It includes a comprehensive evaluation of traffic patterns at grade crossings to assess existing safety conditions and determine the need for improvements and/or elimination of crossings based on specific criteria that, in effect, serve as state guidelines. The ten sites reviewed in Volume II are: Salisbury, Benson, Stanley, South End, China Grove, Concord, Landis, Kannapolis, Harrisburg, Charlotte, and Wake Forest. This volume provides detailed information by community and highlights lessons learned. KW - Grade crossing protection systems KW - Highway traffic control systems KW - North Carolina KW - Railroad engineering KW - Railroad grade crossings KW - Traffic control KW - Traffic engineering KW - Traffic separators KW - Travel patterns UR - http://www.fra.dot.gov/Elib/Document/1287 UR - https://trid.trb.org/view/870301 ER - TY - RPRT AN - 01111139 AU - Saks, J AU - Carroll, A AU - Volpe National Transportation Systems Center AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - North Carolina DOT Traffic Separation Studies. Volume One: Assessment PY - 2004 SP - 54p AB - The Federal Railroad Administration requested the Volpe National Transportation Systems Center to assess ten sites in depth that used the Traffic Separation Study (TSS) process. The assessment involved a quantitative and qualitative analysis of the impact of the process used at each site and an evaluation of community involvement activities. Information was collected through a review of relevant documentation and interviews conducted with key stakeholders from each site. The sites were assessed over a five-year period during which time the process further evolved and improved. The TSS is a collaborative partnership among NCDOT Rail Division; railroad engineers; engineering consulting firms; mayors and other municipal officials; police, fire, and other emergency services staff; and community residents, including abutters to the site, land developers, and motorists. It includes a comprehensive evaluation of traffic patterns at highway-rail grade crossings to assess existing safety conditions and determine the need for improvements and/or elimination of crossings based on specific criteria that, in effect, serve as state guidelines. KW - At grade intersections KW - Grade crossing protection systems KW - Highway traffic control KW - North Carolina KW - Railroad engineering KW - Railroad grade crossings KW - Traffic control KW - Traffic engineering KW - Traffic separators KW - Travel patterns UR - http://www.fra.dot.gov/Elib/Document/1289 UR - https://trid.trb.org/view/870302 ER - TY - RPRT AN - 00984939 AU - Federal Railroad Administration TI - COMPILATION OF STATE LAWS AND REGULATIONS AFFECTING HIGHWAY-RAIL GRADE CROSSINGS PY - 2004 SP - v.p. AB - This is the third edition of this document. It is intended to provide an up-to-date and more expansive look at the various state laws and regulations concerning driver behavior at highway-rail grade crossings, as well as a compilation of laws and regulations concerning trespassing on railroad rights of way and equipment, as well as vandalism to railroad property and equipment; and for the first time, a look into the various state laws concerning photographic enforcement of traffic laws. In this edition, the laws and regulations of all fifty states and the District of Columbia are compiled into one comprehensive, easy-to-use document. This book is intended to provide a one-stop initial reference for researchers, engineers, students and legal practitioners, and those who make their living working in the field of highway-rail crossing safety. As with both the first and second editions, this document is intended to be useful in assessing differences and similarities among states, in seeking desirable and undesirable laws and in conducting legal research. The Uniform Vehicle Code (UVC) is appended to this edition. Since it was first published in 1926, it has provided a comprehensive guide to states as they developed their motor vehicle laws. It is included here for those researchers and practitioners to use as a comparison of existing state laws to the UVC. KW - Railroad grade crossings KW - Regulations KW - Right of way (Land) KW - Safety KW - State laws KW - Traffic law enforcement KW - Trespassers KW - Vandalism KW - Video cameras UR - http://www.fra.dot.gov/eLib/Details/L02938 UR - https://trid.trb.org/view/748338 ER - TY - RPRT AN - 00971433 AU - California High-Speed Rail Authority AU - Federal Railroad Administration TI - DRAFT PROGRAM ENVIRONMENTAL IMPACT REPORT/ENVIRONMENTAL IMPACT STATEMENT (EIR/EIS) FOR THE PROPOSED CALIFORNIA HIGH-SPEED TRAIN SYSTEM PY - 2004 SP - 1 CD-ROM AB - The California High Speed Rail Authority (Authority) proposes a high- speed train (HST) system for intercity travel in California between the major metropolitan centers of Sacramento and the San Francisco Bay Area in the north, through the Central Valley, to Los Angeles and San Diego in the south. The HST system is projected to carry as many as 68 million passengers annually by the year 2020. The Authority adopted a final business plan (Business Plan) in June 2000, which examined the economic viability of a train system capable of speeds in excess of 200 miles per hour (mph) (322 kilometers per hour [kph]) on a fully grade-separated track, with state-of-the-art safety, signaling, and automated control systems. Following the adoption of the Business Plan, the Authority initiated this environmental review process for compliance with state and federal laws, in particular the California Environmental Quality Act (CEQA) and the National Environmental Policy Act (NEPA). This Draft Program EIR/EIS analyzes a proposed HST Alternative and compares it with a No Project/No Action (No Project) Alternative and a Modal Alternative (potential improvements to the highways and airports serving the same intercity travel demand as the HST Alternative). Major components of the document include: 1) purpose and need and objectives; 2) alternatives; 3) affected environment environmental consequences, and mitigation strategies; 4) costs and operation; 5) economic growth and related impacts; 6)high-speed train alignment options comparison; 7) unavoidable adverse environmental impacts; 8) public and agency involvement; and, 9) organization business, and agency outreach. KW - California KW - California high speed rail project KW - Environmental impacts KW - High speed ground transportation KW - High speed rail KW - Railroad transportation UR - https://trid.trb.org/view/698494 ER - TY - RPRT AN - 00972993 AU - VanIngen-Dunn, Caroline AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Simula Technologies, Incorporated TI - COMMUTER RAIL SEAT TESTING AND ANALYSIS OF FACING SEATS PY - 2003/12 SP - 192 p. AB - Tests have been conducted on the Bombardier back-to-back commuter rail car seat in a facing-seat configuration to evaluate its performance under static and dynamic loading conditions. Quasi-static tests have been conducted to establish the load deflection characteristics and failure mechanisms of the seat. Dynamic tests have also been conducted with 50th and 95th percentile male, and 5th percentile female instrumental Hybrid III anthropometric test devices to evaluate the collision performance of the seat and a table, and to verify analytical simulation models of the seat/occupant. Reasonable agreement between analytical predictions and dynamic test results was found, given the variability in the stiffness of the seats under different loading conditions. The quasi-static test results show that the seats are sufficiently strong to withstand the loads predicted from computer simulations, but the dynamic tests resulted in partial or complete failure of the seat back across the base of the headrest. The injury criteria measured from the dynamic tests for the head, chest, and femur were within the acceptable human tolerance levels as specified in standards by the National Highway Traffic Safety Administration, however, the measured neck loads exceeded NHTSA neck injury criteria in all but the test with a table between seat pairs. KW - Anthropometry KW - Commuter cars KW - Crashworthiness KW - Dynamic tests KW - Injuries KW - Injury classification KW - Load tests KW - Neck KW - Passenger cars KW - Seats KW - Static and dynamic tests UR - http://www.fra.dot.gov/Elib/Document/2377 UR - http://ntl.bts.gov/lib/34000/34400/34410/DOT-VNTSC-FRA-03-10.pdf UR - https://trid.trb.org/view/697431 ER - TY - RPRT AN - 00972489 AU - Choros, J AU - Sussman, T AU - Fateh, M AU - Curtis, E AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - GAGE RESTRAINT MEASUREMENT SYSTEM COMPARISON TESTS: RAILBOUND AND HI-RAIL VEHICLES PY - 2003/12 SP - 50 p. AB - Comparative tests were conducted to evaluate the gage restraint measurement system (GRMS) testing capabilities of a railbound GRMS vehicle, Federal Railroad Administration's (FRA's) T-6, and a hi-rail vehicle, Holland Company's TrackStar GRMS system. The test objectives were to compare the performance of the two vehicles by monitoring the testing capabilities over the same section of track; evaluate repeatability and accuracy; and assess comparative vehicle performance over known defects. The tests were conducted on track owned by Maryland Midland Railroad, classified as FRA class 2 track. Test data for both vehicles were analyzed with respect to FRA loading and gage restraint standards for GRMS testing and the requirements stated in the American Railway Engineering and Maintenance of Way Association (AREMA) Manual. Loaded and unloaded gage, delta gage, gage widening ratio, and projected gage at 24 kips (PLG24), along with the left and right vertical and lateral loads, were the primary values analyzed and compared for the two vehicles. Results from these tests and related analyses indicate that both vehicles meet FRA and AREMA testing requirements. Accuracy and repeatability for both vehicles were acceptable. Data as recorded from each vehicle, analysis procedures, and conclusions are described in this report. KW - Accuracy KW - Gage (Rails) KW - Gage restraint KW - Performance KW - Railroad tracks KW - Reliability KW - Test vehicles UR - http://ntl.bts.gov/lib/44000/44800/44821/ord0329.pdf UR - https://trid.trb.org/view/697188 ER - TY - RPRT AN - 01051559 AU - MacNeill, Robert A AU - Kirkpatrick, Steven W AU - Applied Research Associates, Incorporated AU - Federal Railroad Administration TI - Documentation of Deformation from Passenger Rail Two-Car Impact Test PY - 2003/11//Final Report SP - 120p AB - The Volpe Center has been conducting research into rail equipment crashworthiness in support of the Federal Railroad Administration’s (FRA) Office of Research and Development. As part of this research, full-scale crash tests of passenger cars have been performed. Subsequent detailed post-test examinations develop an improved understanding of the collapse mechanisms of the dominant structural elements as well as overall dynamic crash behavior. This knowledge can be used for interpreting test data, estimating energy dissipation during the test, developing detailed finite element models, and designing safer passenger cars. This report documents a detailed post-test inspection performed on the lead car from a full-scale test featuring two coupled passenger coach cars impacting a fixed wall at 26 mph, which was conducted on April 4, 2000. Damages to primary structural members including the draft sill, side sills, and cant rails were documented including modes and magnitude of deformation. Other secondary structural components such as the superstructure skin, belt rails, and floor were also documented. KW - Collapse KW - Crashworthiness KW - Deformation KW - Finite element method KW - Impact tests KW - Passenger cars KW - Railroad cars KW - Railroad safety KW - Railroads KW - Structural members KW - Transportation KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/2372 UR - http://ntl.bts.gov/lib/34000/34400/34409/DOT-VNTSC-FRA-03-09.pdf UR - https://trid.trb.org/view/809630 ER - TY - RPRT AN - 00974147 AU - Federal Railroad Administration TI - 1998 RAILROAD EMPLOYEE FATALITIES: AN ANALYTICAL STUDY PY - 2003/11 SP - 153 p. AB - This document was developed to promote and enhance awareness of many unsafe behaviors and conditions that typically contribute to railroad employee fatalities. By furthering our understanding of the causes of railroad employee fatalities, this report is intended to assist railroad industry stakeholders in their efforts to prevent similar tragedies. This document contains the following materials: (1) Narrative reports which provide in-depth coverage of 1998's 22 railroad employee fatalities, helping readers to visualize the accident scene and chain of events leading up to the fatalities, and the post-accident investigation process; (2) Summaries, preceding each narrative report, which highlight important elements of each individual fatality, particularly the possible contributing factors; (3) Overall findings for the 1998 fatalities which identify who the majority of fatally injured employees were, what most were doing at the time of the incidents, when most were fatally injured, where most incidents occurred, and why most fatalities occurred; and (4) Bar and pie charts (Appendices A through I) which illustrate the above findings. KW - Charts KW - Contributing factors KW - Crash data KW - Crash investigation KW - Crash reports KW - Employees KW - Fatalities KW - Railroad crashes UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/697921 ER - TY - ABST AN - 01465234 TI - Grade Crossing Data Collection System AB - The objective of this project is to develop a system to automate the collection of data for vehicle and train activity and a grade crossing. The system will: (1) collect data on motor vehicle numbers, size, speed, driver behavior (slowing, speeding up, etc.); (2) collect data on speed and timing of train crossings; and (3) ocument important aspects of motor vehicle driver behavior for understanding accidents. KW - Behavior KW - Crash reports KW - Data collection KW - Drivers KW - Grade crossing protection systems KW - Railroad grade crossings UR - https://trid.trb.org/view/1233467 ER - TY - RPRT AN - 01510051 AU - United States Federal Railroad Administration TI - Baltimore-Washington Maglev project : environmental impact statement PY - 2003/10//Volumes held: Draft(2v)(v.2 is folio) KW - Environmental impact statements KW - Maryland UR - https://trid.trb.org/view/1294375 ER - TY - RPRT AN - 00972484 AU - Brickle, B AU - Association of American Railroads AU - Federal Railroad Administration TI - PASSENGER RAIL TRAIN TO TRAIN IMPACT TEST: TEST PROCEDURES, INSTRUMENTATION, AND DATA PY - 2003/10 SP - 238 p. AB - A full-scale passenger rail train-to-train impact test was performed on January 31, 2002, at the Transportation Technology Center, Pueblo, Colorado. The actual speed of impact, as measured by the laser speed trap, was 29.9 mph resulting in a large amount of damage to the leading cab-car, which climbed up onto the nose of the locomotive at an angle of about 20 degrees and then fell off to one side. The end-frame of the cab-car became separated from the center sill, with about 1/2 the length of the cab-car being crushed. There was very little damage to the trailing passenger cars although all of them were derailed during the impact. The nose of the locomotive received very little damage but the roof and windshield of the locomotive received some superficial damage. The locomotive and hopper cars were also derailed during the impact. KW - Crashworthiness KW - Derailments KW - Impact tests KW - Instrumentation KW - Passenger trains KW - Railroad crashes KW - Railroads KW - Test procedures UR - http://webharvest.gov/peth04/20041025131642/http://www.fra.dot.gov/downloads/Research/ord0317iii.pdf UR - https://trid.trb.org/view/697183 ER - TY - RPRT AN - 00975996 AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - RAIL TRANSPORTATION OF GRAIN PY - 2003/09/30 SP - 23 p. AB - Grain transportation (primarily corn, wheat, and soybeans) accounts for approximately 8% of rail tonnage and revenues. Demand is volatile on both short and long time scales. Domestic use of grain is rising relatively slowly. Global markets are expanding, as is competition from other countries, particularly Brazil and Argentina. Significant growth in US exports is anticipated only for corn. Production is geographically dispersed to a degree that impedes collection into the large quantities needed for efficient rail transportation, particularly after two decades of track abandonment and transfer to regional and local railroads. In addition, trends in grain markets, including a shift to off-farm feedlots and location of processing facilities close to the producers, have increased the demand for shorter-distance and smaller-quantity transport, more suited to trucking than rail. The cumulative effect of these trends has been a substantial shift from rail to truck transport for grain traffic, with rail now down to about a 30% share. Rail tonnage has changed little during the last two decades, and revenues (in constant dollars) are down by 40%. Total grain production will increase at an estimated 1.8% annually, but railroads are likely to capture only a declining share of the grain transportation market in coming years. Agricultural traffic appears to be of shrinking interest to the railroads, due to its seasonal nature, cyclical volatility, variability in regional production levels, special service requirements, and sensitivity to cost. At the same time, in their quest for operating efficiency, the railroads are less and less able to provide the service characteristics and rate structure sought by shippers. The market segment mostly likely to favor rail is exports to Mexico. These have been growing rapidly, primarily transported by barge to Gulf Coast ports for trans-shipment. However, as the Mexican rail system becomes increasingly able to provide acceptable service, rail transportation could become attractive. This is a significant market: Mexico already receives more than 10% of US grain exports, and the trend is strongly upward. Among the potentially important but unpredictable factors that will shape agricultural markets, and associated transportation needs, in coming decades are advances in biotechnology and food processing, global trade agreements, and environmental developments related to biomass fuels. KW - Biomass fuels KW - Corn KW - Demand KW - Exports KW - Freight transportation KW - Future KW - Grain KW - International trade KW - Market share KW - Mexico KW - Railroad transportation KW - Revenues KW - Soybeans KW - Technology KW - Tonnage KW - Trend (Statistics) KW - United States KW - Wheat UR - https://trid.trb.org/view/702764 ER - TY - RPRT AN - 00972995 AU - Conlon, P AU - Johnson, M R AU - Grolmes, M AU - Association of American Railroads AU - Federal Railroad Administration TI - RAILROAD TANK CAR RELIEF VALVE REQUIREMENTS FOR LIQUID PIH LADING PY - 2003/09 SP - 50 p. AB - Analyses were performed for the FRA by Transportation Technology Center, Inc. to determine if the changes made to Chapter 49 of the Code of Federal Regulations under Docket HM-181 for the selection pressure relief valves used on tank cars transporting liquid materials designated as poison inhalation hazard (PIH) would affect safety. Also considered were the implications for other materials that are thermally reactive polymerizable, or dangerous when wet. Key findings are: The start-to-discharge pressure of pressure relief valve on a tank car used PIH materials is not a significant factor in the survival of the car when subjected to a 100-minute pool fire provided a large enough flow capacity is chosen for the valve; if the overturned car case is included in the conditions to be considered by the regulations, it is recommended that the criterion for the pressure in the tank not exceeding the flow capacity of the valve not apply; although pressure relief design methods for polymerizable and thermally reactive materials are not considered in current regulations, surviving in a 100-min fire is likely in most cases; the relatively high start to discharge pressures used in present tank car safety relief devices are an impediment to achieving practical sized pressure relief for most runway reaction scenarios. KW - Hazardous materials KW - Liquid cargo handling KW - Poisons KW - Polymerization KW - Pressure relief valves KW - Tank cars KW - Thermal reactors KW - Toxic inhalation hazards UR - http://www.fra.dot.gov/Elib/Document/2722 UR - https://trid.trb.org/view/697433 ER - TY - RPRT AN - 01472799 AU - Zador, Paul L AU - Westat, Incorporated AU - Federal Railroad Administration TI - Analysis of the Safety Impact of Train Horn Bans at Highway-Rail Grade Crossings: An Update Using 1997-2001 Data PY - 2003/08/13/Final Report SP - 22p AB - This report updates Westat's prior report to FRA (Zador, 2002) in terms of both data and statistical methods. Safety impact estimates in the prior report were based on 5-year accident data for 1992-1996. In this report, safety impact estimates are based on recent grade-crossing accidents during the 5-year period between 1997 and 2001. As in the prior report, this report also derives safety impact estimates by comparing observed accident frequencies to expected accident frequencies. KW - Crash rates KW - Horns KW - Incidents KW - Noise KW - Railroad grade crossings KW - Railroad safety KW - Statistical analysis UR - http://www.fra.dot.gov/Elib/Document/1326 UR - https://trid.trb.org/view/1243645 ER - TY - RPRT AN - 01079325 AU - Anderson, Gerald B AU - Cline, James E AU - Smith, Richard L AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Acoustic Detection of Rail Car Roller Bearing Defects: Phase III, System Evaluation Test PY - 2003/08//Final Report SP - 49p AB - In July 1999, Transportation Technology Center, Inc. (TTCI), a subsidiary of the Association of American Railroads (AAR), conducted a system evaluation test as part of the Federal Railroad Administration’s (FRA) Improved Freight Car Roller Bearing Inspection Program (Task Order 122), at the Transportation Technology Center, Pueblo, Colorado. It included a series of simulated revenue service tests using a consist of eight railcars that contained wheelsets with both good bearings and specific roller bearing defects. The purpose of these tests was the evaluation of improved wayside acoustic bearing detection systems. TTCI was the only supplier of a prototype acoustic bearing detector system for evaluation -- although several other suppliers participated by collecting onboard or wayside data, which may lead to other developments. The acoustic bearing detector was developed as part of AAR’s Track Performance Monitoring Strategic Initiative funded by AAR member railroads. KW - Acoustic detectors KW - Defects KW - Evaluation KW - Inspection KW - Railroad cars KW - Roller bearings KW - Simulation UR - http://ntl.bts.gov/lib/42000/42300/42316/ord0006i.pdf UR - https://trid.trb.org/view/836647 ER - TY - RPRT AN - 00969904 AU - McMaster, F AU - McKeighan, P AU - Southwest Research Institute AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - FATIGUE BEHAVIOR OF RAILCAR WHEEL STEEL AT AMBIENT AND ELEVATED TEMPERATURE PY - 2003/08 SP - 56 p. AB - This report presents the results of a material property test program undertaken on a Class B railcar wheel steel. This work was performed to obtain relevant fatigue data that may be used in support of a larger effort exploring the applicability of fatigue-based acceptance criteria for passenger and transit railroad wheels. Classical stress-life (S-N) curves were developed for AAR Class B railcar wheel steel with specimens removed from the tread area of an as-forged railcar wheel. The specimen geometry was a standard hourglass fatigue test specimen with a low stress concentration of 1.05. Fatigue testing was performed at stress ratios of -1.0, 0.05, 0.5, and 0.7. Testing was performed at ambient, 500 deg F, and 1000 deg F using high current resistance or convection methods. Endurance limit data were obtained for all R-ratios, although for the 1000 deg F condition there did not appear to be a clear endurance limit transition. These endurance limit data were used to estimate the Sines parameters, A and alpha. KW - Fatigue (Mechanics) KW - Fatigue tests KW - Railroad cars KW - Steel KW - Stress ratio KW - Temperature KW - Wheels UR - http://ntl.bts.gov/lib/34000/34300/34392/DOT-VNTSC-FRA-02-16.pdf UR - https://trid.trb.org/view/681026 ER - TY - RPRT AN - 01472846 AU - Federal Railroad Administration TI - Regulatory Evaluation and Regulatory Flexibility Assessment for Use of Locomotive Horns at Highway-Rail Grade Crossings Final Rule (49 CFR PARTS 222 AND 229) PY - 2003/07/21 SP - 226p AB - This document presents the results of an evaluation of the economic impacts of Federal Railroad Administration (FRA)'s interim final rule which requires the use of the locomotive horn at highway-rail crossings and provides conditions under which the locomotive horn can be silenced at such grade crossings. KW - Economic impacts KW - Horns KW - Noise KW - Railroad grade crossings KW - Railroad safety KW - Regulations UR - http://www.fra.dot.gov/Elib/Document/1347 UR - https://trid.trb.org/view/1243646 ER - TY - RPRT AN - 01055660 AU - VanIngen-Dunn, Caroline AU - Simula Technologies, Incorporated AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - Passenger Rail Train-to-Train Impact Test Volume II: Summary of Occupant Protection Program PY - 2003/07//Final Report SP - 208p AB - On January 31, 2002, a train-to-train collision test was conducted involving a cab-car-led consist with three coach cars, all of conventional design, and a trailing locomotive traveling at 30 mph into a stationary locomotive coupled with two ballasted freight cars. The objective of this test was to determine the corresponding level of occupant safety for that impact scenario. In this test, the two leading cars and locomotive were equipped with instrumented anthropomorphic test devices (ATDs) in four interior seating arrangements as follows: (1) two forward-facing M-style seats, each with three unrestrained ATDs in the back-row seat (one set in the leadcab car, one in the trailing car); (2) two forward-facing intercity seats with two unrestrained ATDs in the back-row seat and two restrained ATDs in the front-row seat that was modified with seat belts and energy absorbing devices; and (3) one unrestrained ATD in a locomotive operator seat. The principal goal of this full-scale rail car and locomotive test and the overall test program was to obtain scientific data to define a realistic rail car crash pulse, structural response, and corresponding level of occupant safety. KW - Anthropomorphic test devices KW - Crashworthiness KW - Impact tests KW - Locomotives KW - Occupant protection devices KW - Passenger rail KW - Railroad safety KW - Railroad transportation KW - Safety KW - Train-to-train collisions UR - http://www.fra.dot.gov/Elib/Document/2316 UR - http://ntl.bts.gov/lib/34000/34400/34408/DOT-VNTSC-FRA-03-07-2.pdf UR - https://trid.trb.org/view/814833 ER - TY - RPRT AN - 01054003 AU - Federal Railroad Administration TI - Railroad Safety Statistics Final Report 2001 PY - 2003/07//Final Report SP - 158p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2001. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/812985 ER - TY - RPRT AN - 00972498 AU - Tyrell, D AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - PASSENGER RAIL TRAIN-TO-TRAIN IMPACT TEST VOLUME I: OVERVIEW AND SELECTED RESULTS PY - 2003/07 SP - 80 p. AB - This report describes the results of the train-to-train impact test conducted at the Federal Railroad Administration's Transportation Technology Center in Pueblo, Colorado on January 31, 2002. In this test, a cab car-led train, initially moving at 30 mph and consisting of a cab car, three coach cars, and a trailing locomotive, collided with a standing locomotive-led train with two ballasted open-top hopper cars. The test included test dummies in the operator's seat of the impacted locomotive, and in the cab car and first coach car. This test was the third of three tests intended to define the performance of current-design equipment in in-line collisions. The objective of this test was to observe the interaction of the colliding equipment and to measure the environments experienced by the test dummies, as well as the responses of the test dummies. During the train-to-train test, the cab car overrode the locomotive; the underframe of the cab car sustained approximately 20 feet of crush and the first three coupled connections sawtooth buckled. The short hood of the locomotive remained essentially intact, while there was approximately 12 inches of crush of the windshield center post. The test measurements of the response of the trains compare closely with predictions made with lumped-parameter models. KW - Crashworthiness KW - Dummies KW - Impact tests KW - Passenger trains KW - Protection KW - Railroad cars KW - Railroad safety KW - Railroad trains KW - Railroads KW - Vehicle occupants UR - http://www.fra.dot.gov/Elib/Document/2317 UR - http://ntl.bts.gov/lib/34000/34400/34407/DOT-VNTSC-FRA-03-07-1.pdf UR - https://trid.trb.org/view/697196 ER - TY - SER AN - 01475566 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - Human Reliability Analysis in Support of Risk Assessment for Positive Train Control PY - 2003/06 SP - 4p AB - This report describes an approach to evaluating the reliability of human actions modeled in a probabilistic risk assessment of train control operations. Human reliability analysis was applied to a safety evaluation of the Communications-Based Train Management System (CBTM) being tested by CSX Transportation, Inc. The study analyzed the probabilities of specific human errors representing potential contributors to the risks being modeled in a risk analysis study of the CBTM system for four train related events: entering a block without authorization, exceeding the track speed limit, entering a preplanned work zone without authorization, and crossing a misaligned switch. Ttwo error distributions based upon experience on CBTM territory only and all CSXT territory for trains entering a block without authorization are shown. The distributions were created using a combination of objective and subjective sources. The report also includes a set of guidelines and recommendations for performing a human reliability analysis to insure that the results will be acceptable to the broad set of stakeholders, meet accepted standards for human reliability analysis, and able to be integrated into probabilistic risk assessments. KW - CSXT Transportation, Incorporated KW - Decision making KW - Human error KW - Human factors KW - Positive train control KW - Risk assessment KW - Train operations UR - http://www.fra.dot.gov/Elib/Document/2150 UR - https://trid.trb.org/view/1245229 ER - TY - SER AN - 01159302 JO - Research Results PB - Federal Railroad Administration AU - Tsai, Thomas AU - Federal Railroad Administration TI - Aerodynamic Effects of High-Speed Trains PY - 2003/06 SP - 4p AB - With the onset of high-speed train operations in the United States, a study was undertaken to determine the possible aerodynamic effects of these trains have on their surroundings. The aerodynamic interaction between a high-speed train passing other trains, and its effects on the structural integrity of window mounts and glazing as well as the stability of large lightweight empty container cars operating on adjacent tracks were analyzed. Although car-body roll of container car was not significant, the analysis indicates that the potential for derailment was greatest for cars with empty containers, while wheel lift was eliminated and the lateral to vertical wheel/rail forces (L/V) were much lower when all containers were fully loaded. Another area of investigation focused on the effects of aerodynamic pressure and airflow generated from high-speed trains to people standing on the passing station platform. Computational fluid dynamics analysis, rail dynamics simulation models, and field measurements using pitot tubes and aerodynamic dummies developed by the French National Railways (SNCF) were used to study these effects. Preliminary results show the aerodynamic effect of an Acela Express at 150 mph is less than that of a conventional train at 125 mph. KW - Aerodynamics KW - Derailments KW - High speed rail KW - Passenger platforms KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2366 UR - https://trid.trb.org/view/918648 ER - TY - RPRT AN - 01002675 AU - Kristan, J AU - Stone, D AU - Association of American Railroads AU - Federal Railroad Administration TI - Tread Metal Buildup on Railroad Freight Car Wheels: Dynamometer Simulation PY - 2003/06//Test Report SP - 94p AB - The occurrence of tread metal buildup in service is infrequent. However, its presence can influence the performance and safety of the vehicle. Positioning may be a problems the wheel travels through curves on the rail. Additionally, the metal buildup on the tread produces an out-of-round condition, which can lead to high impact loads into the track structure as well as the rolling stock. The impact loading can produce premature failure of these components also imposing a safety risk. The objective of this research was to produce tread metal buildup on wheels tested with Transportation Technology Center, Inc.'s dynamometer, while simulating conditions by which it forms in service. In an attempt to simulate these conditions, a test matrix was created that included a range of brake pressures to simulate proper and improper brake operation. Additionally, a water spray was added to the wheel intended to influence the friction between the wheel and brake shoe to emulate wet conditions. The ability to produce tread metal buildup in the laboratory during dynamometer tests was intended to allow modifications to equipment and/or train handling to reduce the occurrence of this phenomena in service. The conditions under which tread metal buildups have been consistently observed to occur in service include rain and/or snow at times in combination with improper brake operation. KW - Car wheels (Railroads) KW - Dynamometers KW - Freight cars KW - Freight transportation KW - Train operations KW - Tread metal buildup KW - Wet weather UR - http://ntl.bts.gov/lib/42000/42300/42398/ord0325.pdf UR - https://trid.trb.org/view/758606 ER - TY - RPRT AN - 00972477 AU - Mayville, R A AU - Hammond, R P AU - Johnson, K N AU - Little (Arthur D), Incorporated AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - EVALUATION OF RAILROAD CAB CAR END BEAM DESIGNS PY - 2003/06 SP - 50 p. AB - This report presents the results of an experimental study to establish the strength and energy absorption capability of railroad cab car corner structures built to current requirements and for structures modified to carry higher loads and absorb more energy. Current cab car structures were reviewed and an end beam test element was designed with a corner post support baseline strength of at least 150,000 lbf. This design was modified to provide a strength of over 400,000 lbf. Three tests were conducted, one static and two dynamic. All experiments were accompanied by nonlinear, dynamic finite element analysis. It was observed that the strength of the baseline element was 30% greater than the design value and that approximately 100kj of energy was absorbed before fracture. Static and dynamic analyses and test results agreed quite closely. The drop tower test conducted with an end beam test article that had been reinforced with a column had a peak load greater than 400,000 lbf. The energy absorption capability of the modified system was over four times that of the baseline configuration. These results demonstrate that significant improvement can be made to cab car corner structures with relatively minor modifications to current design. KW - Beams KW - Cabs (Vehicle compartments) KW - Design KW - Energy absorption KW - Finite element method KW - High strength KW - Railroad cars UR - http://ntl.bts.gov/lib/42000/42300/42362/ord0208.pdf UR - https://trid.trb.org/view/697176 ER - TY - RPRT AN - 00969900 AU - Gordon, J AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - ESTIMATION OF RESIDUAL STRESSES IN RAILROAD COMMUTER CAR WHEELS FOLLOWING MANUFACTURE PY - 2003/06 SP - 106 p. AB - A computer simulation of the manufacturing process of railroad car wheels is described to determine the residual stresses in the wheel following fabrication. Knowledge of, and the ability to predict, these stresses is useful in assessing the ability of wheels to perform safely under expected service conditions. A finite element analysis is performed which simulated portions of the processing sequence. A heat transfer analysis determines the transient thermal distribution during quenching. The mechanical (stress) analysis employs an elastic-plastic material model with kinematic hardening and includes viscoelastic creep behavior. A baseline scenario is developed to represent the best available estimate of processing parameters and material properties for the analysis. Baseline predictions indicate development of residual circumferential (hoop) compression on the order of 200 MPa (29 ksi) in the wheel rim to a depth of approximately 3.75 cm (1.48 in.). Modifications to the baseline scenario were studied in order to understand which characteristics of the analysis resulted in the most significant changes in the results. KW - Creep KW - Finite element method KW - Heat transfer KW - Manufacturing KW - Mechanical analysis KW - Quenching KW - Railroad cars KW - Residual stress KW - Simulation KW - Viscoelasticity KW - Wheels UR - http://ntl.bts.gov/lib/34000/34300/34384/DOT-VNTSC-FRA-02-02.pdf UR - http://ntl.bts.gov/lib/35000/35200/35262/IMECE1998.pdf UR - https://trid.trb.org/view/681015 ER - TY - RPRT AN - 00964842 AU - Wreathall, J AU - Roth, E AU - Bley, D AU - Multer, J AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - HUMAN RELIABILITY ANALYSIS IN SUPPORT OF RISK ASSESSMENT FOR POSITIVE TRAIN CONTROL PY - 2003/06 SP - 140 p. AB - This report describes an approach to evaluating the reliability of human actions that are modeled in a probabilistic risk assessment (PRA) of train control operations. This approach to human reliability analysis (HRA) has been applied in the case of a safety evaluation of the Communications-Based Train Management (CBTM) System being tested by CSXT Transportation, Inc. This report describes the overall approach to the HRA and its trial application to the CBTM evaluation. KW - Advanced train management system KW - Communication and control KW - CSXT Transportation, Incorporated KW - Decision making KW - Human beings KW - Human factors KW - Human reliability analysis KW - Positive train control KW - Risk assessment KW - Train operations UR - http://ntl.bts.gov/lib/33000/33600/33684/33684.pdf UR - https://trid.trb.org/view/661553 ER - TY - RPRT AN - 00967859 AU - Resor, R R AU - Zeta-Tech Associates, Incorporated AU - Federal Railroad Administration TI - CATALOG OF 'COMMON USE' RAIL CORRIDORS PY - 2003/04/23 SP - 138 p. AB - This report is a catalog of 'common use' rail corridors. These are defined as corridors where non-Federal Railroad Administration (FRA)-compliant light rail or rail rapid transit vehicles operate adjacent to, or on track shared with, rail freight or passenger operations coming under FRA safety regulations. Three types of common corridors are defined: shared corridor (track centers 25 to 200 feet apart); shared right of way (track centers less than 25 feet); and shared track. All common use corridors in the U.S. now in operation or under construction are described, with maps and photographs. Information includes length of corridor, operating speed, traffic density and safety notification procedures. KW - Corridors KW - Light rail transit KW - Public transit KW - Rail transit KW - Rapid transit KW - Regulations KW - Safety UR - http://ntl.bts.gov/lib/42000/42300/42377/ord0316.pdf UR - https://trid.trb.org/view/678850 ER - TY - RPRT AN - 00965955 AU - Gertler, J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - SELECTION OF RAILROAD DISPATCHER CANDIDATES PY - 2003/03 SP - 118 p. AB - This report presents the results of a study to explore approaches to railroad dispatcher trainee selection. The work was conducted in response to an indication from railroad industry representatives that there is a need for guidance in developing a dispatcher selection program, particularly with respect to assessing candidates with no prior railroad experience. The development of a selection program involves the following steps: job analysis, employee specification, assessment instrument development/identification and validation. A job analysis, using the Position Analysis Questionnaire (PAQ) and based on interviews with dispatchers from four different dispatching centers, identified the skills, abilities and other characteristics against which dispatcher candidates can be evaluated. Cognitive abilities comprised the largest number of characteristics. A variety of tools for assessing these characteristics were identified. These include structured interviews and test instruments. Specific tests for intelligence and numerical aptitude were identified by the PAQ methodology. In addition, the Myers-Briggs Type Indicator (MBTI), a self-report personality inventory, may provide useful information with regard to personal characteristics. The overall dispatcher selection program should be some combination of the "total assessment" and "multiple hurdles" approaches. Site visits to seven dispatching centers provided information about each railroad's current dispatcher candidate recruitment and selection process. The experiences of these seven illustrate the utility of the various selection methods and offer some additional recruitment and selection strategies. Occupations that are potential sources of dispatcher candidates were identified using both the PAQ methodology and a U.S. Department of Labor occupational database (O*NET). These occupations are in the protective services, transportation, mining and utilities industries. Recommendations with regard to the development and implementation of a selection program for railroad dispatcher candidates are based on accepted practice in the human resource literature, the dispatcher job analysis conducted as part of this research and railroad industry experiences. KW - Ability tests KW - Dispatchers KW - Evaluation and assessment KW - Human resources management KW - Personality KW - Personnel KW - Railroads KW - Recruiting KW - Selection and appointment KW - Tests UR - http://trove.nla.gov.au/work/10314998?selectedversion=NBD25291757 UR - https://trid.trb.org/view/678156 ER - TY - RPRT AN - 00967856 AU - Carter, J AU - Gertler, J AU - Acton, S AU - Kokkins, S AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - EVALUATION OF CONCEPTS FOR LOCOMOTIVE CREW EGRESS PY - 2003/03 SP - 82 p. AB - This report presents the results of a program to develop innovative concepts for locomotive crew egress system. The program targeted rollover derailment accidents, where the options are most limited. In Phase 1 if this program, Foster-Miller conceptualized an integrated roof mounted escape hatch, along with a series of deployable had/footholds to aid in climbing. The design approach was presented to railroad crews who provided feedback as a basis for design revisions. In general, the escape hatch concepts was viewed as a significant improvement in locomotive egress equipment. Preliminary evaluation indicates that the hatch can be integrated into new locomotive designs with minimal cost impact. KW - Crew accommodation KW - Derailments KW - Escape systems KW - Locomotives KW - Rollover crashes UR - http://ntl.bts.gov/lib/35000/35300/35367/ord0307.pdf UR - https://trid.trb.org/view/678848 ER - TY - RPRT AN - 00967858 AU - Casgar, C S AU - DeBoer, D J AU - Parkinson, D L AU - Foundation for Intermodal Research and Education AU - Federal Railroad Administration TI - RAIL SHORT HAUL INTERMODAL CORRIDOR CASE STUDIES: INDUSTRY CONTEXT AND ISSUES PY - 2003/03 SP - v.p. AB - The objective of this report is to provide an industry context for public officials who are interested in rail short haul intermodal corridors and to offer a template for analyzing related costs and benefits. Public agency analysis and investment in short haul corridors present a fundamentally new sort of challenge for public sector transportation planners. Therefore the background material and the case studies open the door to a number of short haul intermodal issues producing state and local impacts but state and local responses will produce impacts on the nation's future freight capacity. Four major themes are developed: freight volumes and system congestion are growing and concentrating; public and private partnerships for corridor solutions are needed; economic, social and environmental costs need to be part of corridor analysis; and new planning tools for corridor capacity development are needed. KW - Benefit cost analysis KW - Corridors KW - Economic factors KW - Environmental impacts KW - Freight service KW - Intermodal transportation KW - Public administration KW - Short haul KW - Social factors UR - http://www.fra.dot.gov/Elib/Details/L03016 UR - https://trid.trb.org/view/681599 ER - TY - CONF AN - 01449572 AU - Sluz, Andrew AU - Sussmann, Theodore R AU - Samavedam, Gopal AU - Volpe National Transportation Systems Center AU - Foster-Miller Associates, Incorporated TI - Railroad Embankment Stabilization Demonstration for High-Speed Rail Corridors PY - 2003/02 SP - 10p AB - The development of high-speed railroad corridors in the United States is being considered by Congress as a fuel efficient and economical alternative to air or highway passenger travel. The existing infrastructure is, in many ways, suitable for freight traffic but not for the more exacting geometry standards of high-speed rail passenger trains. In many cases the proposed passenger service would use existing trackage heretofore carrying only slower moving freight trains (e.g., the newly opened service on the Northern New England Corridor (The Downeaster) between Boston, Massachusetts, and Portland, Maine). Instability in the roadbed can cause changes in track geometry at a rate unacceptable for safe or economical high-speed operation over existing lines. This project was conducted to demonstrate that existing ground stabilization techniques could be utilized to economically improve track performance for high-speed service. U1 - Grouting and Ground Treatment 2003Federal Railroad AdministrationNew Orleans,LA,United States StartDate:20030209 EndDate:20030212 Sponsors:Federal Railroad Administration KW - Embankments KW - High speed rail KW - Passenger trains KW - Railroad tracks KW - Soil stabilization KW - Track geometry KW - Track performance UR - http://ntl.bts.gov/lib/45000/45800/45888/Sluz_RailroadEmbankment.pdf UR - https://trid.trb.org/view/1216275 ER - TY - RPRT AN - 00972996 AU - Mayville, R A AU - Stringfellow, R G AU - Johnson, K N AU - Landrum, S AU - Little (Arthur D), Incorporated AU - Federal Railroad Administration TI - CRASHWORTHINESS DESIGN MODIFICATIONS FOR LOCOMOTIVE AND CAB CAR ANTICLIMBING SYSTEMS PY - 2003/02 SP - 100 p. AB - This study addressed the feasibility of incorporating complete anticlimbing systems into both passenger and freight locomotives. Complete systems include pushback couplers, vertically interlocking anticlimber elements, and zones specifically designed to absorb the collision energy. The project included the development of specifications for the systems, review of existing systems and generation of concepts. Two complete systems were developed, one for a freight locomotive and one for a passenger cab car. These systems were evaluated using both finite element and collision dynamics analyses. A plan to further develop and test the systems is also presented. KW - Crashes KW - Crashworthiness KW - Freight cars KW - Locomotives KW - Passenger cars KW - Safety KW - Vehicle design UR - http://www.fra.dot.gov/Page/P0001 UR - http://ntl.bts.gov/lib/34000/34400/34402/DOT-VNTSC-FRA-03-01.pdf UR - https://trid.trb.org/view/697434 ER - TY - RPRT AN - 00969924 AU - Reiff, R P AU - Gage, S E AU - Carroll, A A AU - Gordon, J E AU - Association of American Railroads AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - EVALUATION OF ALTERNATIVE DETECTION TECHNOLOGIES FOR TRAINS AND HIGHWAY VEHICLES AT HIGHWAY RAIL INTERSECTIONS PY - 2003/02 SP - 120 p. AB - Five technologies were evaluated for their ability to detect trains and/or highway vehicles approaching and occupying highway railroad intersections. Tests were conducted on the performance of these technologies during October and November 1999 at the Federal Railroad Administration's Transportation Technology Center in Pueblo, Colorado. The categories of evaluation include train approach detection, train island detection, static highway vehicle detection and dynamic highway vehicle detection. Intelligent Transportation System information was also collected to evaluate the technologies' ability to determine train direction, train speed and train length. Results suggest that although promising performance was observed, most of the prototype systems using these alternative detection technologies did not always interpret train and highway vehicle presence within prescribed limits. In some instances, these problems were due to the placement of sensors. In revenue service applications, alternate locations for certain sensors may improve performance. Features of some of the prototype detection systems tested were encouraging and future evaluations are planned. KW - Location KW - Performance tests KW - Prototypes KW - Railroad grade crossings KW - Sensors KW - Technological innovations KW - Vehicle detectors UR - http://ntl.bts.gov/lib/42000/42300/42367/ord0304.pdf UR - https://trid.trb.org/view/681079 ER - TY - SER AN - 01159355 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Federal Railroad Administration TI - The Impact of Safety Rules Revisions on Safety Culture, Incident Rates, and Liability Claims in the U.S. Railroad Industry: A Summary of Lessons-learned PY - 2003/01 SP - 4p AB - The Federal Railroad Administration (FRA) Human Factors Research and Development (R&D) 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 (or rules consolidation) 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 in the rule revision. Thus, it involves a shift in primary responsibility for rules creation from management to front-line workers with management in a support role. In this study, researchers 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. Table 1 summarizes the resulting reduction in the number of safety rules at four transportation carriers. The impact of rules consolidation on other outcomes, however, is more important than mere reduction in the volume of rules. 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, including labor-management relations and safety culture. Moreover, two carriers reported significant reductions in the number of liability claims related to the Federal Employer’s Liability Act (FELA) and the cost per claim. This paper examines other potential benefits, challenges, and successful implementation strategies, as well as future directions and activities. KW - Culture (Social sciences) KW - Impacts KW - Insurance claims KW - Lessons learned KW - Liability KW - Railroad safety KW - Safety rules UR - http://www.fra.dot.gov/Elib/Document/2153 UR - https://trid.trb.org/view/918722 ER - TY - SER AN - 01159353 JO - Research Results PB - Federal Railroad Administration AU - Plotkin, Donald AU - Federal Railroad Administration TI - The Influence of Track Maintenance on the Lateral Resistance of Concrete Tie Track PY - 2003/01 SP - 4p AB - It is well known that any track maintenance operation that disturbs the ballast section, such as surfacing (tamping), tie replacement, and ballast cleaning, will reduce track lateral resistance - and thus increase the track's susceptibility to buckling. Railroads typically employ traffic (tonnage applied at reduced speeds) or mechanical compaction provided by a dynamic track stabilizer (DTS) to quickly restore some of this lost lateral resistance. Amtrak and the Federal Railroad Administration (FRA) jointly sponsored tests to measure and document the influence of track surfacing, DTS, and to a limited extent - traffic, on the lateral resistance of concrete tie track. During the tests, the DTS stabilized three different test sections at operating speeds of 0.7, 1.5, and 2.0 mph, respectively - all within the manufacturer's recommended range. Results indicated that surfacing (tamping) reduced the lateral track resistance to a range of about 52% to 63% of its initial level. DTS operation restored from 24% to 37% of the lateral resistance lost from surfacing, while the traffic passage of 3,360 gross tons (0.00336 MGT) restored about 13% of the lost resistance. Within the tested operating speed range, no clear variation in DTS effectiveness was evident. KW - Buckling KW - Concrete KW - Lateral resistance KW - Maintenance of way KW - Railroad ties KW - Railroad tracks UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/918732 ER - TY - SER AN - 01159329 JO - Research Results PB - Federal Railroad Administration AU - Tsai, Tom AU - Federal Railroad Administration TI - Passenger Train Fire Safety PY - 2003/01 SP - 4p AB - Heat release rate (HRR) has been recently identified as a key indicator of real-scale fire performance of a material or construction, as well as ignition, flammability, and smoke emission. In 1994, the Federal Railroad Administration (FRA) began a multi-phase research study to investigate the use of fire hazard assessment using HRR data to provide a more credible and cost-effective means to predict the actual fire behavior of passenger train materials. HRR-based fire performance data for 30 materials used in typical Amtrak intercity rail cars were obtained from the conduct of Cone Calorimeter tests. The Cone Calorimeter test data and data from current FRA-cited test methods were compared. For the majority of materials, the relative ranking from “best” to “worst” was similar in both test methods. Selected seat, wall panel, carpet and other assemblies from Amtrak trains were tested in the Furniture Calorimeter to provide further HRR data for fire hazard analysis. Hazard analyses of three different passenger car designs were then performed. Data from the Cone Calorimeter and Furniture Calorimeter were used as input to a computer fire model to predict the time to untenable conditions within a passenger rail car resulting from specified design fires and rail car fire scenarios. Each of the analyses confirmed that, in addition to material controls, design features, (e.g., geometry of the car) passive and active fire protection measures, and emergency evacuation equipment and procedures can have an impact on the resulting fire safety of the overall design. Full-scale tests using a donated Amtrak coach rail car were conducted to verify the fire hazard analysis predicted by the computer fire model. Based on the results of this research program, the material fire performance table, as originally issued by FRA in the form of guidelines in 1984 and 1989 was revised and issued on May 12, 1999, as part of the Passenger Rail Equipment Safety Standards (49 CFR, Part 238). A clarification of the fire performance requirements was issued and published on June 25, 2002. KW - Calorimeters KW - Design KW - Fires KW - Flammability tests KW - Materials KW - Passenger trains KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2154 UR - https://trid.trb.org/view/918729 ER - TY - SER AN - 01159321 JO - Research Results PB - Federal Railroad Administration AU - Punwani, John AU - Federal Railroad Administration TI - Locomotive Crew Egress PY - 2003/01 SP - 5p AB - Locomotive operating crews and rescue workers need improved means of cab egress and access in the event of an accident. Although present regulations and practices address this need in a limited way, further measures could provide substantial improvements in the survivability of crews. The purpose of the first phase of this program was to conduct a multi-faceted assessment of egress options in current locomotives, assess some accident conditions that crews could face, and suggest the most productive improvements. The assessment involved review of existing regulations, site visits to commuter and freight railroads, and interviews with train crews. A review of National Transportation Safety Board (NTSB) accident investigation reports and the FRA accident/incident database identified accident scenarios where lack of adequate egress was an issue. Computer simulation of locomotive crash scenarios identified structural areas of the cab structure that could be improved for better egress, and also established the severity of the effects on crews. Based on the findings of the first phase of the program, subsequent work focused on development of an innovative crew egress system for rollover derailment accidents. Options for crew egress are most limited in this situation. Three design concepts were evaluated with train and engine crewmembers and emergency rescue personnel. A mockup of the most promising concept, a roof-mounted escape hatch, provided the means for a preliminary evaluation of the usability of the hatch system. Test subjects were able to actuate the hatch and escape the cab in 30 seconds or less. Future work will involve refining the hatch design so that it is easily manufactured and exploring secondary egress options. KW - Access KW - Doors (Vehicles) KW - Emergency exits KW - Escape systems KW - Locomotives KW - Railroad crashes KW - Railroad safety KW - Survival KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/2152 UR - https://trid.trb.org/view/918720 ER - TY - SER AN - 01159305 JO - Research Results PB - Federal Railroad Administration AU - Punwani, John AU - Federal Railroad Administration TI - Locomotive Fuel Tank Safety PY - 2003/01 SP - 4p AB - In a continuing effort to improve rail safety, reduce the number of injuries and fatalities to rail workers, and reduce the impact of train accidents on the environment, the Federal Railroad Administration (FRA), the Association of American Railroads, and the locomotive builders have worked cooperatively to review the performance and design of locomotive fuel tanks. The FRA undertook this project to further advance understanding of the performance of locomotive fuel tanks and to identify opportunities for further improvement to enhance their crashworthiness. A finite element model of a “generic” fuel tank was the basis for the analysis of three static crash scenarios and one dynamic loading case. Results of these analyses illustrate the power of this approach in determining the contribution of alternative design changes to fuel tank crashworthiness. The results also suggest several practical and cost-effective design improvements. KW - Crashworthiness KW - Design KW - Finite element method KW - Fuel tanks KW - Locomotives KW - Performance KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2151 UR - https://trid.trb.org/view/918718 ER - TY - RPRT AN - 00969217 AU - Jimenez, R AU - Association of American Railroads AU - Federal Railroad Administration TI - VERTICAL TRACK MODULUS IN PLASTIC COMPOSITE TIE TEST ZONES AT FAST PY - 2003/01 SP - 26 p. AB - Transportation Technology Center (TTCI) conducted vertical track modulus tests on existing plastic composite tie test zones on the High Tonnage Loop (HTL) at the Federal Railroad Administration's (FRA) Facility for Accelerated Service Testing (FAST), Pueblo, Colorado. Warm and cold weather tests were performed to document the effect of temperature on the stiffness of track fitted with plastic ties. An adjacent solid-sawn oak wood tie test zone was used as a control zone. The static measurement results indicated that the vertical track modulus of plastic tie track in the 6-degree curve of the HTL was comparable to oak wood tie track in the same curve during a 57-degree change in ambient temperature and concurrent 88-degree change in center of the tie temperature. The dynamic measurements provided a relative comparison of the low rail vertical stiffness in plastic tie track and the low rail stiffness of wood tie track throughout the 6-degree curve. The results of the dynamic measurements agree with those of the static measurements in the comparability of plastic tie track and wood tie track. KW - Cold weather KW - Composite materials KW - Plastics KW - Railroad tracks KW - Stiffness tests KW - Track components KW - Wood ties UR - http://ntl.bts.gov/lib/42000/42300/42374/ord0313.pdf UR - https://trid.trb.org/view/680133 ER - TY - RPRT AN - 00967857 AU - Gertler, J AU - Acton, S AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - RAILROAD DISPATCHER COMMUNICATIONS TRAINING MATERIALS PY - 2003/01 SP - 134 p. AB - Readback/hearback errors by railroad dispatcher and train crews or other track users can potentially result in accidents and derailments. The training materials developed under this project are designed to improve dispatcher communication skills with the goal of reducing the occurrence of readback/hearback errors. The course is based on a similar one developed and offered to air traffic controllers by the Federal Aviation Administration. The basic structure of the FAA course was adapted to be applicable to railroad dispatcher. The course has 9 topics including 'Barriers to Communication', 'Listening Skills' and 'Memory Skills'. The course materials include a course protest to assess initial skills, a formative assessment to assess progress after the first day of training and a summative test to evaluate the instructor's guide and all written training materials. An accompanying videotape contains the complementary auditory exercises. KW - Communication KW - Dispatchers KW - Memory KW - Personnel development KW - Railroads KW - Training programs UR - http://ntl.bts.gov/lib/42000/42300/42373/ord0312.pdf UR - https://trid.trb.org/view/678849 ER - TY - RPRT AN - 01073793 AU - Federal Railroad Administration TI - Proposed rule for the use of locomotive horns at highway-rail grade crossings : environmental impact statement PY - 2003///Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/833187 ER - TY - RPRT AN - 00986960 AU - California Department of Transportation AU - California. Division of Rail AU - Federal Railroad Administration TI - LOSSAN CORRIDOR STRATEGIC PLAN : LOS ANGELES-TO-SAN DIEGO PROPOSED RAIL CORRIDOR IMPROVEMENT STUDIES PY - 2003 SP - 107 leaves AB - The LOSSAN (Los Angeles to San Diego and San Luis Obispo) Rail Corridor serves a vital function in providing intercity and commuter rail services within and between cities in Californias most populous counties. The area of the LOSSAN corridor studied in this report is that portion of the corridor between Los Angeles Union Station and San Diego Santa Fe Depot. The California Department of Transportation (Caltrans) has determined that the creation of a Strategic Plan is a useful step in its ongoing Program Environmental Impact Report/Environmental Impact Statement (PEIR/PEIS) process for studying conventional rail improvements for the LOSSAN corridor. This report looks at the proposed rail improvements from a corridor-wide perspective. The report first gives an overview of the LOSSAN corridor. This is followed by a discussion on rail services along the corridor, looking at intercity passenger rail, commuter rail (both Metrolink and Coaster), and freight service. The report then examines the purpose and need for improvements to the LOSSAN Corridor. This is followed by a screening of alternatives in key locations, including: Del Mar, Encinitas, South Orange County Inland Bypass Alternative, San Clemente/Dana Point, and San Juan Capistrano. A discussion on community issues and concerns is included, followed by a timeline of LOSSAN Corridor rail improvement projects for the following counties: San Diego, Orange, and Los Angeles. The report concludes with a discussion of future planning processes. KW - Commuting KW - Los Angeles (California) KW - Passenger traffic KW - Railroad commuter service KW - Railroad transportation KW - San Diego (California) KW - Southern California UR - http://www.sandag.org/index.asp?projectid=260&fuseaction=projects.detail UR - https://trid.trb.org/view/748366 ER - TY - RPRT AN - 00969885 AU - Federal Railroad Administration TI - COMPILATION OF STATE LAWS AND REGULATIONS ON MATTERS AFFECTING HIGHWAY-RAIL CROSSINGS, THIRD EDITION PY - 2003 SP - v.p. AB - This Third Edition of "Compilation of State Laws and Regulations on Matters Affecting Highway-Rail Crossings" provides an up-to-date and more expansive look at the various state laws and regulations concerning driver behavior at highway-rail grade crossings, as well as a compilation of laws and regulations concerning trespassing on railroad rights of way and equipment, and vandalism to railroad property and equipment; and for the first time, a look into the various state laws concerning photographic enforcement of traffic laws. In this edition, the laws and regulations of all fifty states and the District of Columbia are compiled into one comprehensive, easy-to-use document. This book is intended to provide a one-stop initial reference for researchers, engineers, students and legal practitioners, and those who make their living working in the field of highway-rail crossing safety. As with both the first and second editions, published in 1983 and 1995, respectively, this document is intended to be useful in assessing differences and similarities among states, in seeking desirable and undesirable laws and in conducting legal research. The Uniform Vehicle Code (UVC) is appended to this edition. Since it was first published in 1926, the UVC has provided a comprehensive guide to states as they developed their motor vehicle laws. It is included here for use in comparing existing state laws to the UVC. KW - Automated enforcement KW - Cameras KW - Railroad grade crossings KW - Regulations KW - State laws KW - Traffic control KW - Trespassers KW - Uniform Vehicle Code KW - Vandalism KW - Warning devices UR - http://www.fra.dot.gov/Elib/Details/L02938 UR - https://trid.trb.org/view/681666 ER - TY - RPRT AN - 00940567 AU - Federal Railroad Administration TI - ANNUAL REPORT ON NEW STARTS. PROPOSED ALLOCATIONS OF FUNDS FOR FISCAL YEAR 2004 PY - 2003 SP - v.p. AB - This report documents the U.S. Department of Transportation's (DOT) recommendations to the U.S. Congress for the allocation of funds for the construction of new fixed guideway systems and extensions to existing systems for fiscal year (FY) 2004, as required under 49 U.S.C. 5309(o)(1). This annual report provides the Congress with information to project sponsors. The FY 2004 budget recommendation in this report includes funding for 26 existing, pending, and proposed Full Funding Grant Agreements. Overall, this report consists of two sections: the main text details specific funding recommendations by project and provides background information on both the project and the FTA program and processes; and a series of appendices that provide more detailed information on each proposed project. Appendix A, New Starts Project Profiles, provides background information supporting the FTA program funding recommendations; and descriptive profiles for each of the 41 proposed projects in Preliminary Engineering, the 4 projects in final/design stage/construction, and the 26 existing Full Funding Grant Agreement projects. Appendix B describes each project currently in the alternative analysis stage. KW - Annual reports KW - Capital investments KW - Construction KW - Design KW - Federal assistance programs KW - Grant aid KW - Guideways KW - New Starts Program KW - Program management KW - Project management UR - http://www.fta.dot.gov/12304_2636.html UR - https://trid.trb.org/view/731805 ER - TY - RPRT AN - 00969201 AU - Remington, S J AU - KNIGHT, S AU - Hanna, D AU - Rowley, C AU - BBN Technologies AU - Federal Railroad Administration TI - HYBRID ACTIVE/PASSIVE EXHAUST NOISE CONTROL SYSTEM (APECS) FOR LOCOMOTIVES PY - 2002/12 SP - 136 p. AB - This report documents the analysis and development of an Active/Passive Exhaust Noise Control System (APECS) for railroad passenger locomotives that could provide at least 10 dBA noise reduction. Based on preliminary analyses and tests on actual locomotives in 1995 and 1996, a combination active roof-mounted system and a passive exhaust silencer were designed. The roof-mounted system and a passive exhaust silencer were designed. The roof mounted system consisted of ten enclosures, each with 2 12-inch speakers as actuators; 8 microphones mounted on the roof as control sensors, a cabinet containing the controller and other electronics; a passive exhaust silencer specially designed for this system; and other components. This design was installed and tested on a locomotive in 1999. The tests included measurements of noise reduction performance and an inspection for any physical degradation of the system. KW - Control systems KW - Exhaust system components KW - Locomotives KW - Noise control KW - Passenger trains UR - http://ntl.bts.gov/lib/42000/42300/42365/ord0303.pdf UR - https://trid.trb.org/view/680121 ER - TY - RPRT AN - 00940830 AU - Kloop, R W AU - Kirkpatrick, S W AU - Shockey, D A AU - Association of American Railroads AU - Federal Railroad Administration TI - DAMAGE ASSESSMENT OF RAILROAD TANK CARS INVOLVED IN ACCIDENTS: PHASE II -- MODELING AND VALIDATION PY - 2002/12 SP - 130 p. AB - The Accident Damage Assessment Guidelines used to make decisions on the safety of damage pressure tank cars were formulated in the 1970s by the Association of American Railroads (AAR) under the auspices of the Federal Railroad Administration. Although these Guidelines have served their purpose, their validity has not been quantitatively established. This report describes an effort by the Association of American Railroads/Transportation Technology Center, Inc. (AAR/TTCI) and SRI International to examine and refine the Guidelines. Damage mechanics was applied to evaluate the effect of gouges and wheel burns. Notched round bar tensile tests were combined with finite element analysis to predict cleavage failure in the absence of a macroscopic crack. Fracture mechanics was applied to evaluate the stability of a thumbnail crack at a dent root and through-wall crack. J-resistance tests were used to support the analysis. Laboratory dent/undent tests in which plate was bent then pulled straight in tension were applied to evaluate the effects of denting. The research showed that the present Guidelines are valid, with reasonable factors-of-safety, except for otherwise-undamaged dents that do not involve welds. Consideration of dent root radius should be removed from the Guidelines because radius has little bearing on the likelihood of failure. Tank pressures above about 100 psi are sufficient to straighten longitudinal dents and leave them with large root radii. Accordingly, the largest root radii have seen the highest pressures and the most deformation, yet previously were considered the safest. Fortunately, the dent/undent tests showed that otherwise-undamaged dents that do not involve welds fail at loads equal to those for virgin plate. The crack stability analysis and toughness measurements showed that through-wall cracks are stable up to at least several inches in length. Thumbnail dent root cracks are likely to be unstable and can grow readily to be as long as the dent. Thus, the risk of dent failure depends on the likelihood of a dent containing a crack. The research shows that the likelihood is very low unless the dent involves other damage or welds. KW - Accident damage assessments KW - Cracking KW - Damage mechanics KW - Dents KW - Finite element method KW - Fracture mechanics KW - Laboratory tests KW - Railroad cars KW - Railroad crashes KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/2723 UR - https://trid.trb.org/view/731499 ER - TY - RPRT AN - 01472745 AU - Jennings, L Stephen AU - Jennings Consulting Group AU - Federal Railroad Administration TI - Compilation of State Laws and Regulations Affecting Highway-Rail Grade Crossings PY - 2002/10/16/Fourth Edition SP - 305p AB - This Compilation of State Laws and Regulations on Matters Affecting Highway-Rail Crossings, Fourth Edition is intended to provide an up-to-date and more expansive look at the various state laws and regulations concerning every aspect of the regulation of highway-rail grade crossings, and driver behavior at those crossings. This edition compiles all of the laws and regulations of the fifty states and the District of Columbia into one comprehensive, easy-to-use document. It is intended to provide a one-stop reference for researchers, engineers, students, legal practitioners, and those individuals who make their living working in the field of highway-rail grade crossing safety. The reader will find this Fourth Edition useful when assessing differences and similarities in the laws among states, seeking distinctions between desirable and undesirable laws, and when conducting legal research. KW - Behavior KW - Drivers KW - Railroad grade crossings KW - Railroad safety KW - Regulations KW - State laws KW - United States UR - http://www.fra.dot.gov/Elib/Document/1538 UR - https://trid.trb.org/view/1243647 ER - TY - RPRT AN - 01156610 AU - Rapoza, Amanda S AU - Fleming, Gregg G AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Determination of a Sound Level for Railroad Horn Regulatory Compliance PY - 2002/10//Final Report SP - 14p AB - The Federal Railroad Administration (FRA) has undertaken a rulemaking process to address the use of locomotive horns at public highway-railroad grade crossings. This rule includes a provision to regulate the sound level output of railroad horns. This letter report supports the rulemaking by describing the process used to determine a railroad horn output sound level required for motorist detection. This sound level is defined as the sound level at which there is a 95% likelihood that a person with normal hearing will hear (detect) an average train horn at the instant in time at which detection must occur to avoid a collision. Generally, detection is based on the relative strength of the signal in the motorist’s ambient noise environment. The sound level is tied to an estimate of an average maximum motor vehicle speed and an average maximum locomotive speed. Locomotive horn sound level data measured by the Volpe Center Acoustics Facility at the Transportation Test Center (TTC) in April 2001, along with automotive insertion loss and interior noise data measured and documented by the Volpe Center in earlier research provide the basis for the determination of the likelihood of motorist detection. Section 1 of this report provides as introduction. Section 2 summarizes the elements of the signal-to-noise analysis, which provide the basis for the determination of the detectability of the signal. Section 3 summarizes the elements of signal detection theory used to calculate detectability and a corresponding probability or likelihood that the motorist will detect the horn. Section 4 presents an example calculation. Appendix A presents background on signal detection theory. KW - Detection and identification KW - Horns KW - Railroad grade crossings KW - Railroads KW - Regulations KW - Signal detection KW - Signal to noise ratio KW - Sound level UR - http://www.fra.dot.gov/Elib/Document/1328 UR - https://trid.trb.org/view/917345 ER - TY - RPRT AN - 00989297 AU - Birk, M L AU - Ferster, A AU - Jones, M G AU - Miller, P K AU - Hudson, G M AU - Abrams, J AU - Lerch, D AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Federal Highway Administration AU - Federal Railroad Administration TI - RAILS-WITH-TRAILS: LESSONS LEARNED. LITERATURE REVIEW, CURRENT PRACTICES, CONCLUSIONS PY - 2002/08 SP - 190 p. AB - This report, prepared at the direction of the U.S. Department of Transportation, examines safety, design, and liability issues associated with the development of shared use paths and other trails within or adjacent to active railroad and transit rights-of-way. This document is intended to explore lessons learned from the experience of rails-with-trails and to suggest practices to enhance safety and security for railroads, transit, and trail users. This report provides information for public agencies, railroads, legal interests, and trail organizations to make informed decisions. KW - Decision making KW - Design KW - Land use KW - Legal factors KW - Liability KW - Literature reviews KW - Public transit KW - Railroads KW - Rails-with-trails KW - Right of way (Land) KW - Safety and security KW - Shared use development KW - State of the practice KW - Trails UR - http://www.fhwa.dot.gov/environment/rectrails/rwt/index.htm UR - https://trid.trb.org/view/755063 ER - TY - RPRT AN - 00940844 AU - Federal Railroad Administration TI - SAFETY ASSURANCE AND COMPLIANCE PROGRAM (SACP) ACCOMPLISHMENTS FOR CY 2001 PY - 2002/08 SP - n.p. AB - The Federal Railroad Administration (FRA) promotes and helps ensure the safety of the Nation's railroad industry through the enforcement of safety regulations and the onsite monitoring or railroad operations. The Agency directs more than 415 Federal safety inspectors in 36 offices nationwide and 159 State inspectors from 30 states. These inspectors oversee approximately 675 railroads with more than 220,000 employees; 265,000 miles of track with 257,000 highway-rail grade crossings; 100,000 railroad bridges; 1.3 million freight cars; 20,000 freight locomotives; and 8,880 passenger locomotives, coaches, and self-powered coaches. The rapid growth of new railroads and traffic in recent years has increased demands on monitoring railroad-industry compliance with safety regulations covering track, equipment, signals, the transportation of hazardous materials, and operating practices. Because of the limited number of Federal and State inspectors, the efficient use of these resources is critical. This paper discusses the safety programs and enforcement efforts of the FRA, and the compliance achieved for the programs during calendar year 2001. KW - Compliance KW - Freight cars KW - Freight transportation KW - Hazardous materials KW - Inspectors KW - Locomotives KW - Monitoring KW - Operations KW - Passenger cars KW - Passenger transportation KW - Railroad bridges KW - Railroad grade crossings KW - Railroad safety KW - Railroad signals KW - Railroad tracks KW - Regulations KW - U.S. Federal Railroad Administration UR - http://ntl.bts.gov/lib/12000/12800/12823/SACPreport20011.pdf UR - https://trid.trb.org/view/731812 ER - TY - SER AN - 01475578 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - A Preliminary Examination Of Railroad Dispatcher Workload, Stress, and Fatigue PY - 2002/07 SP - 4p AB - Railroad dispatchers play a critical role in the safe operation of the nation’s railroads. In response to concerns raised by two Federal Railroad Administration (FRA) safety audits of dispatching operations in the U.S., FRA’s Office of Research and Development undertook a study to examine levels of workload, stress and fatigue in the railroad dispatching environment. A field study at two dispatching operations, one freight and one passenger, provided data for this analysis. Data collected in the field included physiological measures as well as self-report data, third party observation and paper records. The results of this study include findings with respect to dispatcher characteristics and their work environment as well as levels of workload, stress, and fatigue. KW - Data collection KW - Dispatchers KW - Fatigue (Physiological condition) KW - Safety audits KW - Stress (Psychology) KW - Workload UR - http://www.fra.dot.gov/Elib/Document/2156 UR - https://trid.trb.org/view/1245230 ER - TY - SER AN - 01475528 JO - Research Results PB - Federal Railroad Administration AU - Raslear, Thomas AU - Federal Railroad Administration TI - An Examination of Railroad Yard Worker Safety PY - 2002/07 SP - 3p AB - To assist the U.S. railroad industry in its efforts to improve safety, the Federal Railroad Administration (FRA) Office of Research and Development’s Human Factors Program sponsored an exploratory study into causes and contributors to railroad yard injuries and human factor-attributed train accidents. Part of this research involved analyses of large FRA-maintained databases of injury and accident data, while another part involved structured interviews with rail management and focus groups with rail labor. Based on the findings from the large database analyses and structured interviews and focus groups with rail management and labor, a number of recommendations were made to increase safety in railroad yards. Recommendations focused on activities that both the railroad industry and the FRA can do to achieve a safer workplace. KW - Crash data KW - Ergonomics KW - Injuries KW - Occupational safety KW - Railroad crashes KW - Railroad safety KW - Railroad yards UR - http://www.fra.dot.gov/Elib/Document/2157 UR - https://trid.trb.org/view/1245231 ER - TY - RPRT AN - 00965954 AU - Reinach, S AU - Gertler, J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - HUMAN-CENTERED INCIDENT INVESTIGATION METHODS FOR THE RAILROAD INDUSTRY: CONFERENCE SUMMARY PY - 2002/07 SP - 103 p. AB - This report presents a summary of a one-day educational conference on human-centered incident investigation methods for the railroad industry. Fifty-seven participants from the railroads, rail labor, government, and consulting/academia attended the one-day conference, held in Chicago, IL. Mr. George Gavalla, Federal Railroad Administration (FRA) Associated Administrator for Safety, provided the opening remarks. Speakers included representatives from the FRA, railroads, labor, the National Transportation Safety Board, and the Mine Safety and Health Administration. Two panel discussions addressed how to create a more collaborative incident investigation environment, and future challenges in incident investigation. Several key themes emerged from the conference: railroads are slow to adopt a human-centered approach to incident investigation, but recognize the importance of such an approach; different railroads are taking different approaches to the incorporation of human-centered approaches - some are bottom-up while others are top-down; and the next big challenge in incident investigation in the railroad industry is to study near-miss data, as well as the unsafe acts and conditions that lead to near-misses and more serious incidents. Conference participation and discussion suggest several opportunities for the FRA to continue its efforts to improve railroad safety. These include (1) improvements to FRA's website to incorporate incident prevention methods and "best practices" from the industry, (2) examination of near-miss data collection and analysis methods, and (3) sponsorship of a follow-up conference in 2-3 years to continue facilitating the sharing of "best practices" across the railroad industry. KW - Best practices KW - Conferences KW - Crash data KW - Crash investigation KW - Data collection KW - Human factors KW - Methodology KW - Near miss collisions (Ground transportation) KW - Prevention KW - Railroad crashes KW - Railroad safety KW - Railroad traffic KW - Traffic incidents UR - http://ntl.bts.gov/lib/42000/42300/42361/ord0206.pdf UR - https://trid.trb.org/view/678155 ER - TY - RPRT AN - 00975802 AU - BARSIKOW, B AU - Disk, D R AU - HANSON, C E AU - Hellmig, M AU - Joshi, A AU - Kupferman, A AU - Mauri, R AU - Roof, C J AU - Valihura, P AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Port Authority of Allegheny County TI - NOISE CHARACTERISTICS OF THE TRANSRAPID TR08 MAGLEV SYSTEM PY - 2002/07 SP - 338 p. AB - As part of the Federal Railroad Administration's (FRA's) Magnetic Levitation Transportation Technology Deployment Program, this technical report has been prepared to characterize the noise associated with the operation of the Transrapid International (TRI) TR08 Maglev System. The TRI TR08 Maglev System is an advanced transportation technology in which magnetic forces levitate, propel, and guide a vehicle over a specially-designed guideway. The TR08 Maglev System is the technology that is being considered for deployment in the U.S., and potential noise impacts of the technology were not known. This document presents noise data collected during measurements of the TRI TR08 Maglev System in August 2001, and May 2002, at the TRI Test Facility in the Emsland region of Germany. Noise data presented for the TR08 include single-microphone and array data for various guideway types, as well as speed- and distance-based noise relationships. Noise data are also compared with other transportation technologies. KW - Data collection KW - Environmental impacts KW - High speed ground transportation KW - Magnetic levitation KW - Noise KW - Test facilities KW - Transrapid International TR08 Maglev System UR - http://www.fra.dot.gov/Elib/Document/1178 UR - http://ntl.bts.gov/lib/22000/22500/22570/fra0213.pdf UR - https://trid.trb.org/view/702586 ER - TY - RPRT AN - 00932376 AU - Samavedam, G AU - Gomes, J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - SAFETY OF RAILROAD PASSENGER VEHICLE DYNAMICS: OMNISIM SIMULATION AND TEST CORRELATIONS FOR PASSENGER RAIL CARS PY - 2002/07 SP - 48 p. AB - The purpose of the work is to validate the safety assessment methodology previously developed for passenger rail vehicle dynamics, which requires the application of simulation tools as well as testing of vehicles under different track scenarios. This report specifically addresses the evaluation of the tasks in the methodology related to measurement of vehicle and track parameters, test conduct, and correlation of the test results with computer simulation results. This report presents a summary of the testing and correlation with OMNISIM computer simulation results for two different rail passenger rail car designs. The first design had non-equalized trucks and the second had equalized trucks. The tests and OMNISIM simulation correlations included vehicle response to variations in vertical alignment, steady curving, dynamic curving, yaw and sway, twist and roll, pitch and bounce, and hunting with initial alignment defects. For each dynamic test, a description and correlation re provided. Summary tables are provided for the measured and simulated maximum and RMS force levels of each test. It is concluded that the methodology can be used to adequately evaluate the safety issues involved in the dynamic behavior of the passenger rail vehicles as they negotiate a variety of track conditions. KW - Computers KW - Correlation analysis KW - Design KW - Equalized truck KW - Evaluation KW - Measurement KW - Nonequalized trucks KW - OMNISIM KW - Passenger cars KW - Passenger vehicles KW - Railroad cars KW - Railroad safety KW - Railroad tracks KW - Simulation KW - Vehicle dynamics KW - Vehicle safety KW - Vehicle tests UR - http://ntl.bts.gov/lib/13000/13000/13014/ord0107.pdf UR - http://ntl.bts.gov/lib/19000/19800/19838/PB2003100541.pdf UR - http://ntl.bts.gov/lib/19000/19800/19838/PB2003100541.pdf UR - https://trid.trb.org/view/724448 ER - TY - RPRT AN - 00939370 AU - VanIngen-Dunn, Caroline AU - Manning, J AU - Simula Technologies, Incorporated AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - COMMUTER RAIL SEAT TESTING AND ANALYSIS PY - 2002/07 SP - 204 p. AB - The need to determine the structural integrity and passenger safety provided by existing commuter rail seats was identified by the Construction/Structural Subgroup of the American Public Transportation Association's (APTA) Passenger Rail Equipment Safety Standards (PRESS) Task Force. Recognizing the importance of this information, the Federal Railroad Administration (FRA) authorized funding for commuter rail seat testing and analysis to establish a baseline of information about these seats in a dynamic rail collision environment. Results describing the current level of seat strength and occupant compatibility with these seats were used to help develop the new APTA Passenger Rail Equipment Safety Standards that were published in May 1999. This report presents the results of the testing and analysis of the two-passenger C-3 seat, the three-passenger M-Style seat, and the three-passenger Walkover seat used in this study. KW - Analysis KW - C-3 Seat KW - Commuter cars KW - M-style seat KW - Railroad commuter service KW - Railroad crashes KW - Seats KW - Structural integrity KW - Testing KW - Transportation safety KW - Walkover seat UR - http://www.fra.dot.gov/eLib/Details/L03779 UR - https://trid.trb.org/view/731031 ER - TY - RPRT AN - 00932373 AU - Samavedam, G AU - Gomes, J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - SAFETY OF RAILROAD PASSENGER VEHICLE DYNAMICS: FINAL SUMMARY REPORT PY - 2002/07 SP - 50 p. AB - This report is a summary of all the work done by Foster-Miller on passenger rail vehicle dynamic safety under the contract awarded by the Federal Railroad Administration. The report presents key issues and findings in the safety assessments and a safety assessment methodology for rail vehicles negotiating tracks with geometry perturbations. Key issues include definition of appropriate derailment criteria, track perturbations to cover a variety of scenarios, development of a simulation tool and a framework for safety assessment. The simulation tool OMNISIM and its test validations have been presented. The required parameters in the simulation tool and the measurement techniques for their quantification are presented. A safety assessment methodology is formalized, which has been validated through full-scale field testing. KW - Derailments KW - Evaluation KW - Field tests KW - Geometry KW - Methodology KW - OMNISIM KW - Passenger trains KW - Perturbations KW - Railroad safety KW - Railroad tracks KW - Safety KW - Simulation UR - http://ntl.bts.gov/lib/13000/13000/13015/ord0105.pdf UR - http://ntl.bts.gov/lib/13000/13000/13015/ord0105.pdf UR - http://ntl.bts.gov/lib/19000/19600/19692/PB2002109237.pdf UR - https://trid.trb.org/view/724445 ER - TY - RPRT AN - 01156611 AU - Lee, Cynthia S Y AU - Fleming, Gregg G AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - General Health Effects of Transportation Noise PY - 2002/06//Final Report SP - 44p AB - The Federal Railroad Administration (FRA) sponsored preparation of this report to support a rulemaking process about the use of locomotive horns and the accompanying environmental impact statement. This document reviews select current and past research on the effect of transportation noise on physiological and psychological health for both people and wildlife. KW - Environmental impact statements KW - Environmental impacts KW - Health hazards KW - Horns KW - Human beings KW - Noise KW - Physiological aspects KW - Psychological aspects KW - Public health KW - Railroads KW - Wildlife UR - http://www.fra.dot.gov/Elib/Document/1330 UR - https://trid.trb.org/view/917344 ER - TY - RPRT AN - 00972992 AU - Davis, J C AU - Stone, D H AU - Association of American Railroads AU - Federal Railroad Administration TI - REVISED RAILROAD TANK CAR DAMAGE ASSESSMENT GUIDELINES FOR PRESSURE TANK CARS PY - 2002/06 SP - 71 p. AB - The Transportation Technology Center, Inc, conducted a multi-phase research project focusing on the field assessment of damage to tank cars that have been involved in accidents. Phase I of the project focused on evaluating the technical foundations for the current tank car damage assessment guidelines developed by the AAR in the 1980s. A formal technical literature search conducted by Stanford Research Institute identified which guidelines could be validated and which required additional modeling and validation in the project's Phase II effort. The Phase II effort of this research project was intended to accomplish the following: assess the validity of the existing guidelines using laboratory experiments and computer modeling; estimate their margin of safety; develop an analysis method for generating a damage assessment handbook. This report uses the results of the Phase I and Phase II to generate new guidelines. KW - Field tests KW - Guidelines KW - Literature reviews KW - Railroad safety KW - Tank cars KW - Validity UR - http://ntl.bts.gov/lib/42000/42300/42396/ord0322.pdf UR - https://trid.trb.org/view/697430 ER - TY - RPRT AN - 00932375 AU - Kokkins, S J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - LOCOMOTIVE CRASHWORTHINESS RESEARCH: LOCOMOTIVE CREW EGRESS EVALUATION PY - 2002/05 SP - 183 p. AB - The objectives of this study include the identification of aspects of locomotive design and operation related to crew egress or access by rescuers in accidents, with the goal of improving crew survivability. This work identifies the considerations and options available for improving and optimizing locomotive egress/access methods. A sizable information and data gathering effort is reported here to aid the understanding of many egress issues for contemporary locomotives, including those in the areas of locomotive design, crashworthiness, personnel training, the applicable regulations, and industry practices. Specific chapters address: assessment of cab egress and identify areas for improvement; design approaches for improving the crashworthiness of the cab structure; design approaches to improving door and window emergency operation; improvements for visibility and access to egress routes; improvements for interior survivability; and conclusions and recommendations. KW - Access KW - Crashworthiness KW - Design KW - Doors KW - Egress KW - Emergency exits KW - Escape systems KW - Improvements KW - Locomotives KW - Operations KW - Optimization KW - Personnel KW - Railroad crashes KW - Regulations KW - Research KW - Search and rescue operations KW - Survival KW - Train crews KW - Training KW - Visibility KW - Windows (Vehicles) UR - http://ntl.bts.gov/lib/12000/12800/12836/ord0203.pdf UR - http://ntl.bts.gov/lib/12000/12800/12836/ord0203.pdf UR - http://ntl.bts.gov/lib/12000/12800/12836/ord0203.pdf UR - https://trid.trb.org/view/724447 ER - TY - RPRT AN - 00942358 AU - Federal Railroad Administration TI - NORTH CAROLINA "SEALED CORRIDOR" PHASE I U.S. DOT ASSESSMENT REPORT. EXECUTIVE SUMMARY AND TREATMENT TECHNIQUES PY - 2002/05 SP - 6 p. AB - This report documents the benefits in terms of lives saved of North Carolina's "Sealed Corridor" initiative and the improvements completed at highway-rail grade crossings from March 1995 through September 2000. The Sealed Corridor program initiative aims at improving or closing every public and private grade crossing along a chosen route between Charlotte and Raleigh on the North Carolina Railroad. Phase I of the implementation plan for the corridor addresses 100 crossings, and 52 of the crossings had been improved and/or closed during the study period. The intent of this research is to assess the progress being made at the highway-rail grade crossings that were treated in Phase I. The improvements include: closing and consolidation of crossings; grade separation; video enforcement; four-quadrant gate systems; longer gate arm systems; traffic channelization devices; and signs, pavement markings and signal malfunction monitoring systems. Safety benefits are developed through the use of two techniques: a fatal crash analysis approach to estimate lives saved and a prediction of lives saved based on the reduction of risk at those treated crossings using a modified U.S. Department of Transportation accident prediction formula. Further predictions are then completed by reviewing the reduction in risk of the entire Phase I project with all 100 crossings improved and/or closed. The resulting risk reduction that can be anticipated through the year 2010 is then calculated at operating train speeds of 110 mph along the corridor. The analysis concludes that five lives were saved during the study period and that this positive benefit of the Sealed Corridor improvements will grow as vehicle volume, train frequency and train speeds increase. KW - Crash analysis KW - Crash risk forecasting KW - Evaluation and assessment KW - Fatalities KW - Gates KW - Grade crossing protection systems KW - Grade separations KW - Implementation KW - Monitoring KW - North Carolina KW - Railroad grade crossings KW - Railroad safety KW - Road markings KW - Signs KW - Traffic channelization KW - Traffic safety KW - Transportation corridors KW - Video cameras KW - Warning devices UR - https://trid.trb.org/view/643101 ER - TY - RPRT AN - 00941437 AU - Brecher, A AU - Disk, D R AU - Fugate, D AU - Jacobs, W AU - Joshi, A AU - Kupferman, A AU - Mauri, R AU - Valihura, P AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Port Authority of Allegheny County TI - ELECTROMAGNETIC FIELD CHARACTERISTICS OF THE TRANSRAPID TR08 MAGLEV SYSTEM PY - 2002/05 SP - 224 p. AB - As part of the Federal Railroad Administration's Magnetic Levitation Transportation Technology Deployment Program, this technical report has been prepared to characterize the temporal, spatial, and frequency-dependent variability of electromagnetic fields (EMFs) associated with the operation of the Transrapid International (TRI) TR08 Maglev System. The TRI TR08 Maglev System is an advanced transportation technology in which magnetic forces levitate, propel, and guide a vehicle over a specially-designed guideway. The TR08 Maglev System is the technology that is being considered for deployment in the U.S., and potential EMF impacts were not known. This document presents EMF data collected during measurements of the TRI TR08 Maglev System in August 2001 at the TRI Test Facility in the Emsland region of Germany. MultiWave (Registered trademark) digital data recorders were used to characterize static and extremely low frequency (ELF; 3-3,000 Hz) magnetic fields. These data were augmented with measurements of very low frequency (3-30 kHz) and low frequency (30-300 kHz) magnetic fields, ELF electric fields, and radio frequency electric fields. EMF personal exposure data were collected using EMDEX and Nardalert probes. Measured EMF levels and characteristics are similar to those of existing electric transportation and comply with all current applicable human exposure safety standards. KW - Data recorders KW - Electromagnetic fields KW - Electromagnetic radiation KW - Environment KW - High speed ground transportation KW - Magnetic levitation KW - Measurement KW - Safety KW - Standards KW - Test facilities KW - Transrapid International TR08 Maglev System UR - http://www.fra.dot.gov/Elib/Document/1179 UR - https://trid.trb.org/view/642684 ER - TY - RPRT AN - 00932374 AU - Kristoff, S AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - RAIL COMMUTER VEHICLE CURVING PERFORMANCE PY - 2002/04 SP - 42 p. AB - This report presents results of a program to design and install a wayside wheel-rail force measurement system. The test site is capable of developing a set of measurements of lateral and vertical forces exerted between the wheel and the rail at carefully chosen locations of all wheels on a single car at two different times using strain gauge sensors and a custom data acquisition system. The measurement site is located on a high curvature number 6- turnout in Grand Central Terminal, New York City. Precisely placed weldable strain gauges are applied to the rails to measure vertical and lateral wheel loads. The wheel-rail induced forces send a signal to the wayside instrumentation, which is then conditioned, acquired, and stored. To identify the vehicle, a pair of video cameras records the image of each car's numberplate. The system can be controlled remotely and results can be retrieved via modem. KW - Commuter cars KW - Curved rail KW - Curving performance KW - Data collection KW - Force KW - Grand Central Terminal (New York, New York) KW - Measurement KW - New York (New York) KW - Passenger trains KW - Performance KW - Railroads KW - Strain gages KW - Video cameras KW - Wheel loads UR - http://www.worldcat.org/title/rail-commuter-vehicle-curving-performance/oclc/50610161 UR - http://ntl.bts.gov/lib/12000/12800/12858/ord0201.pdf UR - https://trid.trb.org/view/724446 ER - TY - RPRT AN - 00938007 AU - Holmes, S AU - Schroreder, M P AU - Applied Research Associates, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - AERODYNAMIC EFFECTS OF HIGH-SPEED PASSENGER TRAINS ON OTHER TRAINS PY - 2002/04 SP - 61 p. AB - This study assesses the potential safety risks associated with aerodynamic loads produced by the Acela high-speed train when passing freight and bi-level commuter passenger cars. Acela operates at speeds up to 150 mph, on tangent track adjacent to nearby passenger and freight trains. This study was undertaken to determine the effect of the aerodynamic loads generated by Acela on slower moving trains. Past experience has shown that these loads can be substantial and could lead to derailments, dislodgements of freight containers or cause damage to windows of passenger rail cars. Three scenarios have been considered: the derailment or wheel lift of a container freight car or consist; the breaking loose or dislodgement of shipping container from a freight consist; the breaking or blowout of windows in a passenger rail car. This study takes a worst-case approach, where possible. In establishing the aerodynamic loads and the subsequent train response. Therefore, this study determines if such accidents are possible, but does not address whether they are probable. KW - Acela Express KW - Aerodynamic force KW - Commuter cars KW - Containers KW - Derailments KW - Freight trains KW - High speed rail KW - Railroad safety KW - Risk assessment UR - http://www.acusim.com/papers/ASME-2.pdf UR - https://trid.trb.org/view/730417 ER - TY - RPRT AN - 00929155 AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration AU - Federal Railroad Administration TI - ARKANSAS STATE RAIL PLAN, YEAR 2002 PY - 2002/04 SP - v.p. AB - This report contains the Arkansas State Rail Plan - Year 2002, prepared pursuant to the issuance of Arkansas Highway Commission Minute Order 98-189. The plan is presented in three sections. Section I, State Rail System, contains a description of the current railroad system serving Arkansas. Section II, Rail Freight Issues, identifies major issues confronting the state's railroads and users of rail transportation. Section III, Rail Freight Development Strategies, examines programs and activities to improve railroad operations with suggested funding options and strategies for developing the state's railroads. KW - Arkansas KW - Development KW - Financing KW - Freight and passenger services KW - Freight transportation KW - Railroad transportation KW - Strategic planning UR - https://trid.trb.org/view/719840 ER - TY - RPRT AN - 01051551 AU - Chan, Laura H AU - Disk, Daniel R AU - Hanson, Carl E AU - Joshi, Amishi AU - Kupferman, Arnold AU - Mauri, Ronald AU - Roof, Christopher J AU - Singleton, Herbert L AU - Valihura, Paul AU - Research and Special Programs Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Port Authority of Allegheny County TI - Vibration Characteristics of the Transrapid TR08 Maglev System PY - 2002/03 SP - 93p AB - As part of the Federal Railroad Administration’s (FRA) Magnetic Levitation Transportation Technology Deployment Program, this technical report has been prepared to characterize the vibration associated with the operation of the Transrapid International (TRI) TR08 Maglev System. The TRI TR08 Maglev System is an advanced transportation technology in which magnetic forces levitate, propel, and guide a vehicle over a specially-designed guideway. The TR08 Maglev System is the technology that is being considered for deployment in the U.S., and potential vibration impacts of the technology were not known. This document presents vibration data collected during measurements of the TRI TR08 Maglev System in August 2001 at the TRI Test Facility in the Emsland region of Germany. Vibration data presented for the TR08 include generic force spectra for various guideway types, as well as speed- and distance-based vibration relationships. KW - Data collection KW - Germany KW - Guideways KW - Magnetic levitation vehicles KW - Measurement KW - Speed KW - Transrapid International TR08 Maglev System KW - U.S. Federal Railroad Administration KW - Vibration UR - http://www.fra.dot.gov/Elib/Document/1180 UR - http://ntl.bts.gov/lib/34000/34900/34983/DOT-VNTSC-FRA-02-06.doc UR - https://trid.trb.org/view/809658 ER - TY - RPRT AN - 00932377 AU - Brickle, B AU - Association of American Railroads AU - Federal Railroad Administration TI - PASSENGER RAIL TWO CAR IMPACT TEST: VOLUME III TEST PROCEDURES INSTRUMENTATION DATA PY - 2002/03 SP - 85 p. AB - A full-scale impact test was performed April 4, 2000 at the Federal Railroad Administration's Transportation Technology Center near Pueblo, Colorado by Transportation Technology Center, Inc., a subsidiary of the Association of American Railroads. The test was performed using two Budd Company Pioneer-type commuter passenger cars coupled together. The purpose of the test was to measure strains, accelerations, and displacements during the impact and validate the computational and kinematic models of the vehicle impacting a rigid barrier. The test also showed the influence of the lead car on the secondary collision environment of the trailing car. Other test objectives were to determine the crash-force pulse shape throughout the vehicle and to provide a greater understanding of occupant kinematics in crash situations. Simula Technologies Inc. provided the occupant kinematic experiments, including a number of instrumented Anthropomorphic Test Devices in different seat configurations. This report describes the test cars and the methodology used to carry out the impact test, together with a description of all the instrumentation used to measure the structural deformation of the car during the impact. The impact was recorded by a number of high speed film and video cameras. The report contains a description of the cameras used, their position, and the subsequent film analysis carried out to measure the displacement and velocity of the test cars during the impact. The strain, acceleration, velocity, and displacement time histories from all the transducers, during the impact, are presented in the report including the load/time history in the coupler. The speed of the test cars at impact with the rigid barrier was 26.25 mph and the amount of crush of the lead car was about 5.5 feet. KW - Acceleration (Mechanics) KW - Cameras KW - Commuter cars KW - Deformation KW - Dislocation (Geology) KW - Impact tests KW - Instrumentation KW - Kinematics KW - Methodology KW - Occupant kinematics KW - Passenger cars KW - Passenger trains KW - Passengers KW - Procedures KW - Railroad cars KW - Railroad safety KW - Strain measurement KW - Vehicle safety KW - Velocity UR - http://ntl.bts.gov/lib/19000/19700/19731/PB2003100088.pdf UR - https://trid.trb.org/view/724449 ER - TY - RPRT AN - 00930742 AU - Federal Railroad Administration TI - FIVE-YEAR STRATEGIC PLAN FOR RAILROAD RESEARCH, DEVELOPMENT, AND DEMONSTRATION PY - 2002/03 SP - v.p. AB - This Five-Year Plan for RD&D was prepared at the request of the Senate Appropriations Committee. It includes projects funded under three programs: Railroad Research and Development; the Next Generation High-Speed Rail Technology Demonstration Program; and Magnetic Levitation Technology Deployment Program. The Research and Development Program includes the following ten program elements: railroad system issues (safety, security, environment); human factors; rolling stock and components; track and structures; track/train interaction; train control; grade crossings; hazardous materials; occupant protection; and R&D facilities and equipment. The Next Generation Technology includes four program elements: train control demonstration; high-speed non-electric locomotives; high-speed grade crossing protection; and track and structures technology. The Magnetic Levitation Technology has initiated a competition to plan and demonstrate a maglev transportation system to demonstrate the technology in revenue service in the United States. KW - Automatic train control KW - Environment KW - Hazardous materials KW - High speed rail KW - Human factors KW - Magnetic levitation vehicles KW - Occupant protection devices KW - Railroad tracks KW - Railroad transportation KW - Research KW - Rolling stock KW - Safety and security KW - Strategic planning KW - Technology assessment KW - Train operation UR - http://www.fra.dot.gov/Page/P0001 UR - http://ntl.bts.gov/lib/12000/12700/12799/rdv0202.pdf UR - http://ntl.bts.gov/lib/12000/12700/12799/rdv0202.pdf UR - http://ntl.bts.gov/lib/12000/12700/12799/rdv0202.pdf UR - https://trid.trb.org/view/719876 ER - TY - RPRT AN - 00940853 AU - Federal Railroad Administration AU - Federal Highway Administration TI - REPORT ON HIGH RISK CROSSINGS AND MITIGATION EFFORTS BY STATE PY - 2002/02 SP - 19 p. AB - The U.S. Department of Transportation (USDOT), Federal Railroad Administration (FRA) and Federal Highway Administration (FHWA) were directed by Congress to undertake a study on highway-rail grade crossing safety, "...identify the 10 most deadly crossings in each state..." and establish ways these crossings could be improved or eliminated to reduce the dangers. To meet Congress' directives for this report, FRA and FHWA worked with the States to identify the ten most deadly crossings in each state and to update the USDOT Crossing Inventory. States were asked to review the FRA list of crossings, review the inventory information and update as necessary, and, if they wished, offer their own list of crossings. This paper presents the study and its results. KW - Countermeasures KW - Fatalities KW - Inventory KW - Railroad crashes KW - Railroad grade crossings KW - States UR - http://www.worldcat.org/title/report-on-high-risk-crossings-and-mitigation-efforts-by-state-submitted-pursuant-to-conference-report-on-hr-2084-us-department-of-transportation-and-related-agencies-appropriations-act-2000/oclc/54760341 UR - https://trid.trb.org/view/731518 ER - TY - RPRT AN - 00939374 AU - Federal Railroad Administration TI - TRACK SAFETY STANDARDS COMPLIANCE MANUAL PY - 2002/01/01 SP - v.p. AB - This discipline-specific manual prescribes technical guidance to Federal and State Track Inspectors regarding investigative and monitoring activities to assure railroad compliance with the Track Safety Standards (TSS). The guidance provided by this manual may be revoked or modified without prior notice by memorandum of the Associate Administrator for Safety. All activities shall be in accordance with the policies and guidelines contained in the Safety Assurance and Compliance Program General Manual. KW - Compliance KW - Inspectors KW - Manuals KW - Monitoring KW - Railroad tracks KW - Safety KW - Standards UR - http://www.hsdl.org/?view&did=15770 UR - https://trid.trb.org/view/731757 ER - TY - RPRT AN - 00940507 AU - Garcia, G A AU - Association of American Railroads AU - Federal Railroad Administration TI - RAILROAD TANK CAR NONDESTRUCTIVE METHODS EVALUATION PY - 2002/01 SP - 108 p. AB - An evaluation of nondestructive testing (NDT) methods, authorized for use in replacing the current hydrostatic pressure test for qualification or re-qualification of railroad tank cars, has been performed by the Transportation Technology Center, Inc. (TCCI), a subsidiary of the Association of American Railroads (AAR). The project was accomplished through funding provided by the Federal Railroad Administration (FRA) and cooperative efforts from the tank car industry. The accomplishments made with this government/industry effort include: the base line evaluations of four railroad tank cars using Department of Transportation (DOT)/FRA approved NDE methods; the development of a validation methodology to assess new and existing NDE technologies; the performance of a base line probability of detection evaluation of the transverse butt weld on a DOT 111A tank car design; and the initiation of a defect library containing tank cars and sections of tank cars containing service and artificially induced defects. The accomplishments identified provide the railroad tank car industry as well as government, academic and commercial organizations with the tools to address the economic and reliability issues introduced with the HM 201 rule making. KW - Acoustic emission KW - Detection and identification KW - Economic factors KW - Liquids KW - Nondestructive tests KW - Performance evaluations KW - Public private partnerships KW - Reliability KW - Tank cars KW - Technology assessment KW - Ultrasonics KW - Visual perception UR - http://ntl.bts.gov/lib/42000/42300/42324/ord0104.pdf UR - https://trid.trb.org/view/731461 ER - TY - RPRT AN - 00925981 AU - VanIngen-Dunn, Caroline AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - PASSENGER RAIL TWO-CAR IMPACT TEST. VOLUME II: SUMMARY OF OCCUPANT PROTECTION PROGRAM PY - 2002/01 SP - 40 p. AB - Two full-scale impact tests of rail cars fitted with seat/occupant experiments were conducted at the Federal Railroad Administration's Transportation Technology Center located in Pueblo, Colorado. The first test was conducted on November 16, 1999, with a single rail car that was impacted against a rigid barrier at 35.1 mph (56.5 km/h). The second test, conducted on April 4, 2000, involved two rail cars coupled together impacting a rigid barrier at 26 mph (41.8 km/h). The objective of the interior tests was to determine the corresponding level of occupant safety for the impact scenarios. The cars were equipped with anthropomorphic test devices (ATDs). The following three experiments were in the lead car: (1) forward-facing unrestrained occupants seated in rows, compartmentalized by the forward seat in order to limit the motions of the occupants; (2) forward-facing restrained occupants with lap and shoulder belts; and (3) rear-facing unrestrained occupants. The trailing car had one experiment similar to the first one in the lead car: forward-facing unrestrained occupants seated in rows, compartmentalized by the forward seat in order to limit the motions of the occupants. All the seats remained attached during the test, and all the unrestrained test dummies were compartmentalized. The connection between the seat back and seat pan for the seat with seat belts was strengthened over the seat tested in the single car test, which helped compartmentalize the unrestrained dummies initially seated behind the seat with seat belts. The principal goal of the Occupant Protection Tests for Full-Scale Passenger Rail Impacts program was to obtain scientific evidence and data that defines a realistic rail car crash pulse, the rail-car's structural response, and a corresponding level of occupant safety. KW - Crashworthiness KW - Dummies KW - Impact tests KW - Occupant protection devices KW - Passenger vehicles KW - Seat belts KW - Speed UR - http://www.fra.dot.gov/Elib/Document/2314 UR - https://trid.trb.org/view/718146 ER - TY - RPRT AN - 00925980 AU - Tyrell, D AU - Severson, K AU - Zolock, J AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - PASSENGER RAIL TWO-CAR IMPACT TEST. VOLUME I: OVERVIEW AND SELECTED RESULTS PY - 2002/01 SP - 50 p. AB - A full-scale, two-car impact test was conducted on April 4, 2000. Two coupled rail passenger cars impacted a fixed barrier at 26 mph. The cars were instrumented with strain gauges, accelerometers, and string potentiometers to measure the deformation of critical structural elements, the longitudinal, vertical, and lateral car body accelerations, and the displacements of the truck suspensions. Instrumented crash-test dummies were also tested in several seat configurations, with and without lap and shoulder belts. The objectives of the two-car test were to measure the gross motions of the car, to measure the force/crush characteristic, to observe the car-to-car interaction, to observe failure modes of the major structural components, and to evaluate selected occupant protection strategies. The measurements taken during the test were used to refine and validate existing computer models of conventional passenger rail vehicles. This test was the second in a series of collision tests designed to characterize the collision behavior of rail vehicles. The two-car test resulted in approximately 6 feet of deformation at the impacting end of the lead vehicle, and a few inches of deformation at the coupler. The cars remained coupled, but buckled in a saw-tooth mode, with a 15-in. lateral displacement between the cars after the test. The test data from the two-car test compared favorably with data from the single-car test, and with analysis results developed with a lumped-mass computer model. The model is described in detail. The methods of filtering and interpreting the test data are also included. KW - Acceleration (Mechanics) KW - Computer models KW - Crashworthiness KW - Deformation KW - Dummies KW - Impact tests KW - Occupant protection devices KW - Passenger vehicles KW - Seat belts KW - Speed KW - Validation UR - http://www.fra.dot.gov/Elib/Details/L03716 UR - http://ntl.bts.gov/lib/19000/19400/19477/PB2002107299.pdf UR - https://trid.trb.org/view/718145 ER - TY - RPRT AN - 00921339 AU - Steele, R K AU - Research and Special Programs Administration AU - Metallurgical Consulting Services, Incorporated AU - Federal Railroad Administration TI - STEEL ALLOYS WITH LOWER BAINITE MICROSTRUCTURES FOR USE IN RAILROAD CARS AND TRACK PY - 2002/01 SP - 96 p. AB - In-line hardening of railroad rails to produce a very fine pearlite microstructure has become a commercial reality. A question that this report seeks to answer is whether or not it is possible to find an alloy composition that will permit the development of lower bainite microstructures by in-line hardening in rails, wheels, and cable car plate. The application of the in-line hardening process becomes more difficult in the production of lower bainite microstructures because of the need to quench in a controlled fashion to lower isothermal transformation temperatures. Use of the computer program SteCal has suggested that the addition of molybdenum with boron will achieve the needed development of the binite nose accompanied by suppression of the pearlite transformation. KW - Alloys KW - Hardness KW - Isotherms KW - Metallurgy KW - Microstructure KW - Railroad tracks KW - Steel UR - http://www.fra.dot.gov/Elib/Document/15513 UR - http://ntl.bts.gov/lib/19000/19100/19163/PB2002104690.pdf UR - https://trid.trb.org/view/706627 ER - TY - RPRT AN - 01496747 AU - Rapoza, Amanda S AU - Fleming, Gregg G AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - The Effect of Installation Location on Railroad Horn Sound Levels PY - 2002///Letter Report SP - 79p AB - The Federal Railroad Administration (FRA) issued a Proposed Rule for the Use of Locomotive Horns at Highway-Rail Grade Crossings. This rule contains numerous provisions, two of which are addressed in this study. The first provision addressed in this study states that the sound level generated by the horn, when measured at the side of the locomotive, shall not exceed the sound level measured in front of the locomotive. The second provision states maximum sound levels could be established for the locomotive horn as follows: a low maximum level of 104 dB(A), for use at active crossings; and a high maximum level of 111 dB(A), for use at passive crossings. This was proposed in response to public concerns of unacceptable community noise exposure. In response to comments on these two provisions, the FRA, in conjunction with the Volpe National Transportation Systems Center, Environmental Measurement and Modeling Division, has undertaken a measurement study with the primary objective of documenting precisely the effect of installation location on the sound level output and directivity of railroad horns. This study examined through measurements, the sound level inside and around the locomotive for five types of horns, installed in four locations on two models of locomotive. By measuring and documenting the sound level around multiple horn and locomotive combinations in a consistent manner, the change in impacted area, warning effectiveness, and cab noise levels, caused by a change of horn type, installation location or locomotive model, can be evaluated. Secondary objectives of these measurements were to document the effect of the 104 and 111 dBA(A) maximum level settings. KW - Horns KW - Locomotives KW - Railroad grade crossings KW - Railroad trains KW - Sound level UR - http://ntl.bts.gov/lib/43000/43200/43243/Rapoza_EffectInstallationHorn.pdf UR - https://trid.trb.org/view/1264954 ER - TY - RPRT AN - 01496696 AU - Tyrell, David AU - Tsai, N Thomas AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Passenger Rail Equipment Research in the U.S. PY - 2002///Draft SP - 10p AB - The overall objective of the passenger rail equipment crashworthiness research is to develop incremental improvements in the crashworthiness of passenger rail equipment. The approach taken in this research is: (1) Develop collision scenarios of concern; (2) Evaluate the effectiveness of current-design equipment in the collision scenarios of concern; (3) Propose and evaluate alternative approaches to crashworthiness; (4) Compare the effectiveness of current equipment and alternatives; and (5) Recommend effective alternatives. Areas of research include collision risk, the crush behavior of individual cars, the collision dynamics behavior of trains, and the dynamic response of occupants during collisions and derailments. The collision scenarios of concern are developed using risk analyses. The effectiveness of current design equipment is evaluated using accident information, analytic models, and test data. Alternatives are proposed for structural crashworthiness and for occupant protection. Alternatives include modifying existing designs, for example, strengthening selected members, to development of 'clean sheet' designs. Alternative designs are evaluated using analytic models and testing. Comparisons are made in terms of fatality and the likelihood of injury. KW - Crashworthiness KW - Crushing KW - Impact tests KW - Occupant dynamics KW - Occupant protection devices KW - Passenger cars KW - Railroad safety KW - United States KW - Vehicle design UR - http://ntl.bts.gov/lib/48000/48000/48007/rail_cw_2002_8.pdf UR - https://trid.trb.org/view/1264935 ER - TY - CONF AN - 01496687 AU - Mayville, Ron AU - Little, Arthur D AU - Johnson, Kent AU - Tyrell, Dave AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - The Development of a Rail Passenger Coach Car Crush Zone PY - 2002 SP - 8p AB - There is currently an active program within the United States to improve the passive safety of train systems. In particular, the Volpe Center is supporting the Federal Railroad Administration's research that includes numerous analytical studies and laboratory tests. The Center is managing a series of full-scale passenger car collision tests. Three tests of conventional equipment have been completed, and two other tests are planned for the spring. After completion of these tests, the next phase will be to carry out full-scale collisions of passenger cars equipped with modern crashworthiness features, such as an integrated crash management system. Such systems, incorporating crush zones in vehicle ends, have been applied to passenger cars around the world, and have been shown to be highly effective in protecting car occupants from injury in a collision. The objective of the work reported here is to develop a detailed final design of a crash energy management system that can be installed into an existing passenger coach car and subjected to a full-scale collision test. Elements in the program are to develop and evaluate strategies for the proposed system, prepare and analyze a preliminary design, fabricate and test critical components of the design, and finalize the design in the light of test and analysis results. The end product will be detailed drawings for a design ready to be fabricated and installed on the selected test vehicle. U1 - 3rd International Symposium on the Passive Safety of Rail VehiclesBerlin,Germany StartDate:20020321 EndDate:20020322 KW - Crashworthiness KW - Crush zones KW - Impact tests KW - Passenger cars KW - Passenger trains KW - Railroad crashes KW - Railroad safety KW - United States KW - Vehicle design UR - http://ntl.bts.gov/lib/48000/48000/48006/rail_cw_2002_9.pdf UR - https://trid.trb.org/view/1264947 ER - TY - RPRT AN - 00976270 AU - Niittymaki, J AU - Helsinki University of Technology, Finland AU - Federal Railroad Administration TI - FUZZY TRAFFIC SIGNAL CONTROL. PRINCIPLES AND APPLICATIONS PY - 2002 SP - 76 p. AB - The FUSICO (Fuzzy Signal Control) research project was started in 1996 at the Helsinki University of Technology. The main goals of the project are theoretical analysis of fuzzy traffic signal control, generalized fuzzy rules using linguistic variables, validation of fuzzy control principles, calibration of membership functions, and development of a fuzzy adaptive signal controller. This thesis discusses 4 hypotheses for fuzzy traffic signal control: (1) generality of fuzzy control; (2) competitiveness of fuzzy control; (3) multilevelity, -dimensionality, and -objectiveness; and (4) realisticity in real traffic signal control. The control principles are modeled based on the actions of an experienced policeman represented by knowledge of an experienced signal control planner. According to the results the control parameters can be divided into 3 groups: traffic volume, capacity, and level of service parameters. The fuzzy control algorithm of isolated traffic signal control can be derived based on these parameters. KW - Fuzzy algorithms KW - Fuzzy controllers KW - Fuzzy systems KW - Traffic control KW - Traffic signal control systems UR - https://trid.trb.org/view/702833 ER - TY - RPRT AN - 00929200 AU - Federal Railroad Administration AU - Department of Transportation AU - Federal Aviation Administration AU - Federal Highway Administration AU - United States Coast Guard TI - THE DEPARTMENT OF TRANSPORTATION ON CIVILIAN USE OF THE GLOBAL POSITIONING SYSTEM (GPS): THE NATIONWIDE DIFFERENTIAL GLOBAL POSITIONING SYSTEM. REPORT TO CONGRESS PY - 2002 SP - 14 p. AB - The U.S. Department of Transportation (DOT), in cooperation with other departments, is coordinating U.S. Government-provided Global Positioning System (GPS) civilian augmentation systems and improving the basic GPS service to civilian users. As an integral part of these efforts, DOT and the other departments fully support the wise and beneficial investments requested by the President for the Nationwide Differential Global Positioning System (NDGPS) and the provision of new civilian GPS signals. This report is provided to aid Congress in making the best choices for America. Chapter 1 discusses the NDGPS, including a description, background information, and costs and benefits. Chapter 2 addresses GPS modernization, including new civilian GPS signals. Topics covered include background, costs and benefits. KW - Benefits KW - Civilian applications KW - Costs KW - Global Positioning System KW - Modernization UR - http://www.fhwa.dot.gov/publications/research/operations/its/ndgps/congress/congress.cfm UR - https://trid.trb.org/view/719103 ER - TY - RPRT AN - 00969200 AU - Prabhakaran, A AU - Sharma, V AU - Sharma and Associates, Incorporated AU - Federal Railroad Administration TI - EFFECTS OF COUPLER HEIGHT MISMATCH ON THE STRUCTURAL INTEGRITY OF RAILROAD TANK CAR STUB SILLS PY - 2001/12 SP - 54 p. AB - Revenue service tests of oil tank cars conducted by the Association of American Railroads (AAR) as part of the 'Freight Equipment Environmental Sampling Tests' program have measured high coupler vertical loads. Such high vertical loads have a significant effect on the operational safety of these cars, especially those carrying hazardous materials. These high loads may induce cracks and/or accelerate crack propagation rates, causing premature stub sill separation, leading to compromised safety of operation. It is also possible that the cracks initiated at the stub sill/tank head welds may propagate into the tank shell causing catastrophic tank failure. It is suspected that coupler height mismatches are a major source of these coupler vertical forces. Many possible causes of coupler height mismatch have been identified, including train consist variations, train handling, track stiffness transitions, car/coupler geometry, curve geometry, variations in car load levels, use of multiple wear wheels, etc. KW - Couplers KW - Cracking KW - Environmental design KW - Freight cars KW - Gasoline KW - Hazardous materials KW - Revenues KW - Tank cars UR - http://ntl.bts.gov/lib/42000/42300/42344/ord0114.pdf UR - https://trid.trb.org/view/680118 ER - TY - RPRT AN - 00940508 AU - Carroll, A A AU - Meltzer, N R AU - Carpenter, J E AU - Battelle Memorial Institute AU - Federal Railroad Administration TI - INTRUDER AND OBSTACLE DETECTION SYSTEMS (IODS) FOR RAILROADS - 1998 REQUIREMENTS WORKSHOP PY - 2001/12 SP - 68 p. AB - This workshop was held June 11 and 12, 1998, at the U.S. Department of Transportation (DOT) John A. Volpe National Transportation Systems Center in Cambridge, Massachusetts. Participants included DOT staff and consultants, state highway and rail representatives, railroads, railroad suppliers, and research and development organizations. The workshop aimed to gather practitioner input regarding requirements and constraints for intruder and obstacle detection on rail rights-of-way (ROW) and grade crossings, identify institutional and implementation considerations, and develop a consensus for a high level functional concept for such a detection system. Objectives were achieved through sessions designed to review the operational, technical, and regulatory issues; hear the concerns, priorities, and ideas of all participants; and formulate a consensus statement to guide the next steps. IODS will integrate systems that sense hazards; detect threats by assessing sensory data; transmit alarms and supporting data to decision/control points; and collect and display event data for analysis and action. The technologies will be applied to meet the varied requirements of rail grade crossings, ROW, and railroad facilities. The technology requirements will be consistent with Intelligent Transportation Systems architecture. KW - Alarm systems KW - Detection and identification systems KW - Detectors KW - Hazard analysis KW - Hazards KW - High speed rail KW - Infrastructure KW - Intelligent transportation systems KW - Intruders KW - Railroad grade crossings KW - Railroad safety KW - Right of way (Land) KW - Right of way (Traffic) KW - Sensors KW - Signals KW - Technology assessment KW - Traffic safety KW - Workshops UR - http://ntl.bts.gov/lib/42000/42800/42875/rr0721.pdf UR - https://trid.trb.org/view/731462 ER - TY - RPRT AN - 01472707 AU - Jeong, D Y AU - Tang, Y H AU - Perlman, A B AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Evaluation of Semi-Empirical Analyses for Railroad Tank Car Puncture Velocity, Part II: Correlations with Engineering Analyses PY - 2001/11//Final Report SP - 75p AB - This report is the second in a series focusing on methods to determine the puncture velocity of railroad tank car shells. In this context, puncture velocity refers to the impact velocity at which a coupler will completely pierce the shell and puncture the tank. In the first report in this series, a set of semi-empirical equations was evaluated by comparing calculated puncture velocities with data from tank car impact tests. These equations were originally developed by the RPI-AAR Tank Car Safety Committee and later modified by the industry to account for head shield protection and jacket insulation. The semi-empirical equations generally produced reasonable and conservative estimates of puncture velocity when compared with the experimental data. However, differences between the calculated and observed results become more widespread when the tank is pressurized or when shield protection is present. Moreover, alternative methods to determine puncture velocity may be observed by the industry to avoid overdesign. In this report, methods to predict puncture velocity based only on engineering mechanics principles (i.e., no empiricism) are developed and described. Results from the semi-empirical approach are compared with results from the engineering methods. These methods rely on both analytical and computational tools to examine the structural behavior of tanks with ellipsoidal shapes. These tools include finite element and dynamic lumped mass models. KW - Computer models KW - Couplers KW - Depressions (Indentations) KW - Finite element method KW - Impact tests KW - Mechanics KW - Puncture resistance KW - Puncture velocity KW - Railroad safety KW - Tank cars KW - Velocity measurement UR - http://www.fra.dot.gov/Elib/Document/2725 UR - https://trid.trb.org/view/1243648 ER - TY - RPRT AN - 00932358 AU - Jeong, D Y AU - Tang, Y H AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - EVALUATION OF SEMI-EMPIRICAL ANALYSES FOR RAILROAD TANK CAR PUNCTURE VELOCITY, PART I: CORRELATIONS WITH EXPERIMENTAL DATA PY - 2001/11 SP - 40 p. AB - This report is the first in a two-part series that focuses on methodologies to determine the puncture velocity of tank car shells. In this context, puncture velocity refers to the impact velocity at which a coupler will completely pierce the tank car head and puncture the tank. In this report, the methodology to calculate puncture velocity is based on a set of semi-empirical equations. Moreover, these semi-empirical equations are evaluated by comparing calculated puncture velocities with results from full-scale, one-fifth scale, and actual tank car impact tests. The semi-empirical equations generally appear to produce reasonable and conservative estimates of puncture velocity when compared with the available experimental data. However, differences between the calculated and observed results become more widespread when the tank is pressurized or when shield protection is present. The second report in this series explores and describes alternative methodologies to determine puncture velocity of tank cars based on engineering analyses. KW - Couplers KW - Evaluation KW - Impact KW - Pressurization KW - Puncture resistance KW - Puncture velocity KW - Railroad cars KW - Shield protection KW - Tank cars KW - Velocity UR - http://www.fra.dot.gov/Elib/Document/2724 UR - http://ntl.bts.gov/lib/12000/12800/12864/ord0121_1.pdf UR - http://ntl.bts.gov/lib/19000/19800/19854/PB2003100813.pdf UR - https://trid.trb.org/view/724438 ER - TY - RPRT AN - 00932359 AU - Jeong, D Y AU - Tang, Y H AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - EVALUATION OF SEMI-EMPIRICAL ANALYSES FOR TANK CAR PUNCTURE VELOCITY, PART II: CORRELATIONS WITH ENGINEERING ANALYSES PY - 2001/11 SP - 68 p. AB - This report is the second in a series focusing on methods to determine the puncture velocity of railroad tank car shells. In this context, puncture velocity refers to the impact velocity at which a coupler will completely pierce the shell and puncture the tank. In the first report in this series, a set of semi-empirical equations was evaluated by comparing calculated puncture velocities with data from tank car impact tests. These equations were originally developed by the RPA-AAR Tank Car Safety Committee and later modified by the industry to account for head shield protection and jacket insulation. The semi-empirical equations generally produced reasonable and conservative estimates of puncture velocity when compared with the experimental data. However, differences between the calculated and observed results become more widespread when the tank is pressurized or when shield protection is present. Moreover, alternative methods to determine puncture velocity may be observed by the industry to avoid overdesign. In this report, methods to predict puncture velocity based only on engineering mechanics principles (i.e., no empiricism) are developed and described. Results from the semi-empirical approach are compared with results from the engineering methods. These methods rely on both analytical and computational tools to examine the structural behavior of tanks with ellipsoidal shapes. These tools include finite element and dynamic lumped mass models. KW - Correlation analysis KW - Couplers KW - Ellipses KW - Engineering KW - Evaluation KW - Finite element method KW - Impact KW - Mechanical analysis KW - Puncture resistance KW - Puncture velocity KW - Railroad cars KW - Shield protection KW - Tank cars KW - Velocity UR - http://ntl.bts.gov/lib/12000/12800/12868/ord0121_2.pdf UR - https://trid.trb.org/view/724439 ER - TY - RPRT AN - 00930715 AU - Jeong, D Y AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - PROGRESS IN RAIL INTEGRITY RESEARCH PY - 2001/10 SP - 56 p. AB - This report describes the work conducted over the past two decades on rail integrity research. The research has involved both experimental and analytical studies on the subject of rail integrity. Brief descriptions of these various studies are given in this report for four different subtopics: analysis of rail defects, analysis of stresses in rail, strategies for rail inspection and testing, and other areas related to rail integrity research. The other areas of rail integrity research include advances in nondestructive inspection techniques, feasibility of advanced materials for rail, rail lubrication, and rail grinding. The descriptions generally emphasize the development of analytical tools based on engineering principles that can provide rational strategies for dealing with rail aging due to service usage. KW - Aging (Materials) KW - Defects KW - Inspection KW - Nondestructive tests KW - Rail (Railroads) KW - Rail grinding KW - Rail lubrication KW - Railroad tracks KW - Stresses KW - Testing KW - Wear UR - http://ntl.bts.gov/lib/12000/12800/12873/ord0118.pdf UR - http://ntl.bts.gov/lib/19000/19500/19585/PB2002107993.pdf UR - https://trid.trb.org/view/719660 ER - TY - RPRT AN - 01173245 AU - Federal Railroad Administration TI - North Carolina "Sealed Corridor" Phase 1 U.S. DOT Assessment Report: Report to Congress PY - 2001/09 SP - 36p AB - In response to a request in the Senate Report 107-38 accompanying the Department of Transportation and Related Agencies Appropriations Act, 2001, this report documents the benefits of the State of North Carolina’s “Sealed Corridor” initiative and the improvements completed at highway-rail grade crossings from March 1995 through September 2000 in terms of “Lives Saved.” The analysis concludes that five lives were saved during the study period and that this positive benefit of the Sealed Corridor improvements will grow as vehicle volume, trains frequency and train speeds increase. The North Carolina Department of Transportation (NC DOT) plays a prominent role among States pursuing High-Speed Ground Transportation (HSGT) development. The State contains much of the designated “Southeast High-Speed Rail (SEHSR) Corridor” which connects Washington, DC, through Richmond, VA to Raleigh and Charlotte, NC with extensions south to Columbia, SC, Savannah, GA and southwest to Greenville, SC, Atlanta and Macon, GA, and Jacksonville, FL. Recognizing that improved safety must accompany improved service, the State has instituted an innovative "Sealed Corridor” program initiative, which aims at improving or closing every grade crossing, public and private, along the chosen route between Charlotte and Raleigh, NC via Greensboro on the North Carolina Railroad. The “Sealed Corridor” initiative is also a model research approach to examine grade crossing issues in other corridors. The “Sealed Corridor” consists of 216 grade crossings, 44 of which are private crossings. Phase I of the implementation plan for the corridor addresses 100 crossings between Charlotte and Greensboro. Fifty-two of the 100 crossings have been improved and/or closed. The research documented in this report assesses the safety benefits of the improvements made to the highway-rail intersections from March 1995 to September 2000. The intent of this research is to assess the progress being made at the highway-rail grade crossings that have been treated with improved warning devices as part of Phase I. Some of the improvements include non-standard devices such as traffic channelization and four-quadrant gates. The progress is described in terms of safety benefits. Crash data were examined through December 2000 to ensure any incidents that may have occurred at crossings improved through September 2000 would be included. This report also contains an analysis and evaluation of whether the resulting reduction in accidents is sustainable through the year 2010 when the State expects that train speeds along the corridor should achieve 110 mph. Safety benefits are developed through the use of two techniques: (1) a Fatal Crash Analysis approach to estimate “Lives Saved” through December 2000; and (2) a prediction of “Lives Saved” based on the reduction of risk at those treated crossings using a modified United States Department of Transportation (U.S. DOT) Accident Prediction Formula. Further predictions are then completed by reviewing the reduction in risk of the entire Phase I project with all 100 crossings improved and/or closed. The resulting risk reduction that can be anticipated through the year 2010 is then calculated at operating train speeds of 110 mph along the corridor. KW - Grade crossing protection systems KW - High speed ground transportation KW - High speed rail KW - Highway safety KW - North Carolina KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic control devices KW - Traffic control devices KW - Transportation corridors UR - http://www.bytrain.org/safety/sealed/pdf/volpe.pdf UR - https://trid.trb.org/view/930627 ER - TY - RPRT AN - 00941436 AU - Kerr, A D AU - Bathurst, L A AU - University of Delaware, Newark AU - National Railroad Passenger Corporation AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - A METHOD FOR UPGRADING THE PERFORMANCE AT TRACK TRANSITIONS FOR HIGH-SPEED SERVICE PY - 2001/09 SP - 56 p. AB - High-speed trains in the speed range of 100 to 160 mph require tracks of nearly perfect geometry and mechanical uniformity, when subjected to moving wheel loads. Therefore, this report briefly describes the remedies being used by various railroads to create smoothed transition regions. Some of the associated shortcomings are pointed out. Then, the method of matched pads, as presented by Kerr and Moroney (1993), is described. The aim of this method is to eliminate the need for transition sections by "softening" the tracks on the bridge, so that dynamic loads caused by the moving trains are greatly reduced. As part of this effort, matched pads were developed, produced, and installed on a number of open-deck bridges. Field measurements revealed that the improvements caused by the installation of the matched pads and the associated treatment of the tracks near the abutments may be very significant. The obtained results suggest that the use of matched pads may be an effective and economical way to eliminate, or greatly reduce, the effect of track transitions and that it could be useful for adjusting existing railway tracks for high-speed train travel. KW - Bridge abutments KW - Dynamic loads KW - High speed rail KW - Matched pads KW - Railroad bridges KW - Railroad tracks KW - Track transition regions UR - http://ntl.bts.gov/lib/19000/19800/19895/PB2003101358.pdf UR - https://trid.trb.org/view/642683 ER - TY - RPRT AN - 01054016 AU - Federal Railroad Administration TI - Railroad Safety Statistics Annual Report 2000 PY - 2001/07//Annual Report SP - 150p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 2000. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Annual reports KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/812986 ER - TY - RPRT AN - 00932415 AU - Kokkins, S AU - Kong, W AU - Kasturi, K AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - LOCOMOTIVE CRASHWORTHINESS RESEARCH: MODELING, SIMULATION, AND VALIDATION PY - 2001/07 SP - 102 p. AB - A technique was developed to realistically simulate the dynamic, nonlinear structural behavior of moving rail vehicles and objects struck during a collision. A new approach considered the interdependence of the many vehicles connected in typical rail consists. This was accomplished by combining the dynamic modeling of the consist as a whole with "embedded" detailed models of the lead locomotive and the objects with which it collides, including standing car consists and ISO-type shipping containers. This method used the LS-DYNA program which simulated the three-dimensional effects of non-linear, elastoplastic material behavior plus the effects of large deflections, buckling, energy absorption, and fracture. It was possible to generate and visualize the collision process and view the most significant locomotive structural deformations, movements, and decelerations. These insights into the structural performance and interactions of the various areas of the locomotive, including the cab and interior areas, relate directly to crew survivability in collisions. Several types of locomotive design improvements were also assessed with this method. Validation studies using a historical accident were also successfully performed. This system can be run on personal desktop computers, increasing access to the method by workers in the railroad community. KW - Crashworthiness KW - Design KW - Dynamic structural analysis KW - Elastoplasticity KW - Locomotives KW - LS-DYNA (Computer program) KW - Modeling KW - Nonlinear systems KW - Railroad crashes KW - Railroad safety KW - Research KW - Simulation KW - Survival KW - Train crews KW - Validation UR - http://ntl.bts.gov/lib/12000/12800/12861/ord0123.pdf UR - http://ntl.bts.gov/lib/19000/19800/19876/PB2003101087.pdf UR - http://ntl.bts.gov/lib/42000/42300/42357/ord0123.pdf UR - https://trid.trb.org/view/724475 ER - TY - RPRT AN - 00962195 AU - Multer, J AU - Conti, J AU - Sheridan, T AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - RECOGNITION OF RAIL CAR RETROREFLECTIVE PATTERNS FOR IMPROVING NIGHTTIME CONSPICUITY PY - 2001/07 SP - 48 p. AB - Every year in the United States, accidents at highway-railroad grade crossings take place where the motorist hits the side of the train at night. In a portion of these nighttime accidents, the motorist fails to see the train in the grade crossing. One proposed solution to prevent such accidents is to mount retroreflective material on the sides of rail cars to make them more conspicuous. The objective of this research was to evaluate the effectiveness of several train-mounted reflector patterns to improve recognition of the train. Four patterns were evaluated in two experiments, using a human-in-the-loop driving simulator. In the first experiment, participants, located at a fixed position from a highway-railroad grade crossing and parallel roadway, viewed over a thousand scenes showing one of three items: a moving train, a moving motor vehicle, or nothing. The participants' recognition of different reflector patterns was recorded and analyzed using the Receiver Operating Characteristic (ROC) based on Signal Detection Theory (SDT). In the second experiment, participants drove the simulator and reported all objects on the roadway, some of which were trains. The recognition distance from the participants' position to the train was recorded and analyzed. KW - Countermeasures KW - Driving simulators KW - Night visibility KW - Railroad cars KW - Railroad grade crossings KW - Retroreflectors KW - Traffic crashes KW - Visibility UR - http://www.fra.dot.gov/Elib/Document/2793 UR - http://ntl.bts.gov/lib/13000/13000/13017/ord0007.pdf UR - http://ntl.bts.gov/lib/18000/18300/18312/PB2001107909.pdf UR - http://ntl.bts.gov/lib/33000/33600/33674/33674.pdf UR - https://trid.trb.org/view/660616 ER - TY - RPRT AN - 00930104 AU - Federal Railroad Administration TI - 1997 RAILROAD EMPLOYEE FATALITIES: A COMPREHENSIVE STUDY PY - 2001/07 SP - 210 p. AB - This document was designed to promote and enhance awareness of many unsafe behaviors and conditions that typically contribute to railroad employee fatalities. It includes individual narrative incident reports; yard and accident scene diagrams; a matrix analyzing the 1997 employee fatalities; and information allowing the identification of who (which employee), when (time of day and date), where (location), and why (contributing factors) the fatalities occurred. KW - Crash analysis KW - Crash causes KW - Crash locations KW - Days KW - Employees KW - Fatalities KW - Months KW - Railroad yards KW - Railroads KW - Safety KW - Time of crashes KW - Years UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/719480 ER - TY - RPRT AN - 00930105 AU - Federal Railroad Administration TI - SWITCHING OPERATIONS FATALITY ANALYSIS - SEVERE INJURIES TO TRAIN AND ENGINE SERVICE EMPLOYEES: DATA DESCRIPTION AND INJURY CHARACTERISTICS PY - 2001/07 SP - 64 p. AB - This report describes one of the safety activities that the Switching Operations Fatality Analysis (SOFA) Working Group has been involved in since October 1999. The safety activity involves investigating data available on severe injuries to train and engine service employees. The Working Group was particularly interested in three issues: 1) types of information available about the severe injuries; 2) extent to which the available information will allow the determination of whether these injuries have similar contributing factors as employee fatalities, or whether different processes are involved; and 3) potential for making recommendations in operating procedures that may prevent these severe injuries. Severe injuries were defined by the Working Group as Federal Railroad Administration -reportable injuries to train and engine service employees that have a clear and verifiable diagnosis and meet one or more of the following criteria: (1) potentially life threatening; (2) high likelihood of permanent loss of function, permanent occupational limitation, or other permanent disability; (3) likely to result in significant work restrictions; and (4) result from a high energy impact to the human body. KW - Employees KW - Engines KW - Injuries KW - Injury causes KW - Injury severity KW - Operations KW - Railroad trains KW - Recommendations KW - Safety KW - Switching UR - http://www.fra.dot.gov/Elib/Details/L03074 UR - https://trid.trb.org/view/719481 ER - TY - RPRT AN - 00925983 AU - Reinach, S AU - Gertler, J AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - AN EXAMINATION OF RAILROAD YARD WORKER SAFETY PY - 2001/07 SP - 195 p. AB - This report presents the methods, findings and recommendations from a multi-year research program that examined worker safety issues in railroad yards. The research program focused on human factor-related hazards and solutions to railroad yard worker safety. A broad range of issues were examined, including: safety culture; training; communications; labor-management relations; work schedules; injury reporting procedures; and Federal Railroad Administration (FRA)-railroad relations. The research program's technical approach combined quantitative data analyses with qualitative research methods. Existing FRA injury and accident data were analyzed to provide statistical insights into national injury and accident demographics. Analyses of human factor-attributed yard accidents from 1994 to 1998 and employee yard injuries from 1997 to 1998 found, among other results, that 80% of railroad yard injuries resulted in one or more lost workdays compared to 76% of railroad-wide injuries. The median number of lost workdays for yard injuries was 25 compared to 20 for all railroad injuries. Personal injury and work schedule data from one railroad provided an opportunity for in-depth analysis of factors associated with worker injuries in yards. Analyses found, among other results, that there were no statistically significant differences in work schedules between injured Train and Engine crew (T&E) employees and a non-injured control group. Structured interviews with railroad management and focus groups with railroad labor around the country provided additional understanding of the safety issues that could not be gleaned from existing FRA data and analyses of railroad injury and work schedule data. Among other findings, railroad officers suggested a number of recent safety improvements, including implementation of ergonomic switch stands and increasing the use of small "walking" stone around switch leads and tow paths, that have led to a reduction in injuries. Focus groups with railroad labor identified a number of additional opportunities to reduce yard injuries. Lastly, railroad industry best practices for fostering a positive safety climate and reducing the risk of worker injuries are identified, possible enhancements to the FRA's accident and injury data collection and reporting process are discussed, and additional research topics are identified. KW - Best practices KW - Communications KW - Countermeasures KW - Crashes KW - Ergonomics KW - Focus groups KW - Hazards KW - Hours of labor KW - Human factors KW - Injuries KW - Interviewing KW - Labor relations KW - Occupational safety KW - Railroad yards KW - Training UR - http://ntl.bts.gov/lib/12000/12800/12871/ord0120.pdf UR - https://trid.trb.org/view/718148 ER - TY - RPRT AN - 00921390 AU - Carlson, F AU - Association of American Railroads AU - Federal Railroad Administration TI - ELECTRONICALLY-CONTROLLED PNEUMATIC BRAKE REVENUE SERVICE TESTS PY - 2001/07 SP - 56 p. AB - This report, prepared by the Transportation Technology Center, Inc. (TTCI), Pueblo, Colorado, a subsidiary of the Association of American Railroads (AAR), summarizes the findings of the service testing of electronically controlled pneumatic (ECP) brakes, carried out between the spring of 1996 and the summer of 1997. The report focuses on the Conrail Revenue Service Test, which is one of the two tests specifically featured in Task Order Number 1 - Advanced Braking System Safety Evaluation. In addition, selected results from the other revenue service tests, conducted during the same time, are included for comparison purposes. Also, the actions taken by the AAR in the specification development process, as a result of the findings of the revenue tests, are discussed. The primary focus of AAR's ongoing work is to establish a non-overlay ECP test train, assure that the system is safe for revenue service, and then compare its operation to an identical standard train. Once a pure ECP test train is established, it will not be capable of operating in a conventional mode, and the data from such a test will be a true indication of the economic benefits possible through the use of ECP brake system. KW - Brakes KW - Electronic control KW - Manifolds KW - Pneumatic equipment KW - Safety KW - Specifications KW - Standards UR - http://ntl.bts.gov/lib/18000/18900/18992/PB2002103681.pdf UR - http://ntl.bts.gov/lib/42000/42700/42740/ord9907.pdf UR - https://trid.trb.org/view/706661 ER - TY - RPRT AN - 00925982 AU - Popkin, S AU - Gertler, J AU - Reinach, S AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - A PRELIMINARY EXAMINATION OF RAILROAD DISPATCHER WORKLOAD, STRESS, AND FATIGUE PY - 2001/05 SP - 203 p. AB - This report presents the methods, findings and recommendations from a field study that examined the sources and levels of railroad dispatcher workload, stress, and fatigue. The study was initiated in response to concerns raised by two Federal Railroad Administration safety audits of dispatching operations in the U.S. The work was performed in three phases. The first phase identified suitable data collection instruments for measuring the three factors, Phase 2 involved a pilot field test of the instruments and field study procedures, and Phase 3 involved field data collection. Data collected in the field at two sites included physiological measures as well as self-report data, third party observation and paper records. Based on self-report health data, study participants aged 25 to 44 experienced several disorders at a significantly higher rate than found among the U.S. population. Information from the participant background survey was used in conjunction with physiological measures, activity count data and subjective ratings of workload, stress and fatigue. Subjective workload ratings were moderately associated with reported number of trains dispatched, regardless of shift or location while subjective fatigue ratings had the lowest association with this measure of workload. Subjective ratings of stress increased throughout all shifts while salivary cortisol levels, a physiological measure of stress, were within normal adult limits. Sleep patterns of study participants were typical of shift workers in general. An observational technique provided additional data on variations in workload throughout the shift. Modifications and enhancements to both the measures and protocol for future studies of railroad dispatcher workload, stress, and fatigue are offered as issues for further research. Appendices contain copies of the data collection tools used in the field study along with supporting data and statistical analyses. KW - Data collection KW - Dispatchers KW - Fatigue (Physiological condition) KW - Field studies KW - Hours of labor KW - Railroads KW - Sleep KW - Stress (Psychology) KW - Workload UR - http://www.fra.dot.gov/Elib/Document/2945 UR - http://ntl.bts.gov/lib/12000/12800/12876/ord0108.pdf UR - https://trid.trb.org/view/718147 ER - TY - RPRT AN - 00816444 AU - Roth, E M AU - Malsch, N AU - Multer, J AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - UNDERSTANDING HOW TRAIN DISPATCHERS MANAGE AND CONTROL TRAINS: RESULTS OF A COGNITIVE TASK ANALYSIS PY - 2001/05 SP - 96 p. AB - This report documents the results of a Cognitive Task Analysis that examined how experienced railroad dispatchers manage and schedule trains in today's environment. The objective was to understand the cognitive demands placed on railroad dispatchers and the strategies that experienced dispatchers have developed in response to those demands, as an input to guide development and design of digital communication systems and advanced information displays. A hybrid methodology was used that combined field observations at two railroad dispatch centers (one that primarily handles passenger trains and one that primarily handles freight trains) with structured interviews of experienced railroad dispatchers. The results reveal that dispatching is a cognitively demanding task. Dispatchers have developed a variety of strategies that smooth the way for trains to pass through territories safely and efficiently and satisfy the multiple demands placed on track use. These include techniques to off-load memory requirements, extract information about train movement and track activity to support anticipation and planning, take advantage of windows of opportunity to satisfy the multiple demands placed on track use, and level workload. Many of these strategies depend heavily on communication and coordination among individuals distributed across time and space. KW - Cognition KW - Decision making KW - Digital communication systems KW - Dispatchers KW - Information display systems KW - Railroad trains KW - Task analysis KW - Track allocation KW - Train routing UR - http://ntl.bts.gov/lib/13000/13000/13016/ord0102.pdf UR - http://ntl.bts.gov/lib/33000/33600/33672/33672.pdf UR - http://ntl.bts.gov/lib/33000/33600/33672/33672.pdf UR - http://ntl.bts.gov/lib/33000/33600/33678/33678.pdf UR - https://trid.trb.org/view/690746 ER - TY - RPRT AN - 00811894 AU - Federal Railroad Administration TI - INTERCITY FREIGHT AND PASSENGER RAIL: STATE AND LOCAL PROJECT REFERENCE GUIDE. PUBLIC-PRIVATTE PARTNERSHIPS AND TEA-21: PLANNING, EVALUATING AND FINANCING PUBLIC BENEFIT RAIL INFRASTRUCTURE PROJECTS PY - 2001/04 SP - 27 p. AB - This report is an update of the U.S. Department of Transportation Federal Railroad Administration (DOT FRA) September 1996 report entitled "Intercity Freight and Passenger Rail: State and Local Reference Guide, Public-Private Partnerships and ISTEA: planning, evaluating and financing public benefit rail infrastructure projects." This FRA reference guide is designed as a document to assist local and state planners and decision makers in considering rail projects in their transportation plans and programs and in determining cost-effective allocation of scarce transportation resources. It discusses: (1) the transportation planning process; (2) intercity rail project evaluation; (3) project priority setting; (4) project opportunities under the Transportation Equity Act for the 21st Century (TEA-21); (5) assessment of project's environmental/societal benefits; and (6) innovative financing mechanisms that can be employed to advance public benefit rail projects. Examples are presented to illustrate how project funding might be structured. Each section identifies contacts within FRA. KW - Benefits KW - Decision making KW - Environmental impacts KW - Evaluation KW - Financing KW - Guides to information KW - Infrastructure KW - Intercity transportation KW - Local government KW - Planning KW - Project management KW - Public private partnerships KW - Railroad transportation KW - Social benefits KW - States KW - Strategic planning KW - Transportation Equity Act for the 21st Century UR - http://search.library.wisc.edu/catalog/ocm48173527 UR - https://trid.trb.org/view/680368 ER - TY - RPRT AN - 00812548 AU - Carroll, A AU - Passera, A AU - Tingos, I AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - VEHICLE PROXIMITY ALERT SYSTEM FOR HIGHWAY-RAILROAD GRADE CROSSINGS PROTOTYPE RESEARCH PY - 2001/04 SP - 129 p. AB - This report describes testing of prototype vehicle proximity alert system (VPAS) technologies, and presents and evaluates the results. The object was to determine the feasibility of VPAS for possible use in priority vehicles (i.e., emergency vehicles, school buses, vehicles carrying hazardous materials, and large trucks) to detect trains at highway-railroad grade crossings. VPAS can transmit visual and audible warnings to motorists. These warnings are designed to alert motorists in the vicinity of a grade crossing of the presence of a train approaching the crossing. Section 1072 of the Intermodal Surface Transportation Efficiency Act (ISTEA) required field testing of VPAS. The Federal Highway Administration (FHWA) in coordination with the Federal Railroad Administration (FRA) sponsored the testing. Prototype testing was conducted in January-April and November 1995 and in January 1996 at the FRA's Transportation Technology Center (TTC) in Pueblo, Colorado. Systems tested at the TTC demonstrated that the concept of VPAS for warning vehicles of a train's approach to a grade crossing is feasible, though none of the systems as tested was suitable for further testing. KW - Audible warning devices in vehicles KW - Feasibility analysis KW - Prototype tests KW - Prototypes KW - Railroad grade crossings KW - Technological innovations KW - Vehicle proximity alert system KW - Warning systems UR - http://ntl.bts.gov/lib/jpodocs/repts_te/13485.pdf UR - https://trid.trb.org/view/680602 ER - TY - SER AN - 01159325 JO - Research Results PB - Federal Railroad Administration AU - Tajaddini, Ali AU - Federal Railroad Administration TI - T-16: FRA’s High Speed Research Car PY - 2001/03 SP - 4p AB - In November, 2000, the Federal Railroad Administration (FRA) began operating high speed research car T-16 to investigate methods for providing a safer and smoother ride for passenger and freight trains traveling at higher speeds. FRA's Office of Research and Development uses T-16 to study the dynamics of wheel-rail behavior, to investigate methods for improving track inspection, and to assess potential high speed rail corridors. T-16 also assists Amtrak, local and regional commuter authorities, and individual railroads in assessing their routes. T-16 is a former Amtrak Metroliner passenger car which was refurbished and instrumented with advanced technology, with capabilities for measurement and data collection at speeds up to 160 mph. Measurement capabilities include track geometry, rail head profile, ride quality, and wheel-rail forces. KW - Data collection KW - High speed rail KW - High speed track KW - Inspection KW - Instrumented vehicles KW - Measurement KW - Rolling contact KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/2158 UR - https://trid.trb.org/view/918735 ER - TY - RPRT AN - 01161967 AU - Federal Railroad Administration TI - Maglev deployment program, programmatic EIS : environmental impact statement PY - 2001///Volumes held: Draft, F(2v) KW - Environmental impact statements UR - https://trid.trb.org/view/922951 ER - TY - RPRT AN - 00911857 AU - BOUSQUET, PAUL AU - Federal Railroad Administration TI - MAGLEV DEPLOYMENT PROGRAM FINAL PROGRAMMATIC ENVIRONMENTAL IMPACT STATEMENT. PY - 2001 IS - PB2001-195090 AB - DOCUMENTS ENVIRONMENTAL IMPACT OF PROPOSED MAGLEV PROJECTS IN CALIFORNIA, FLORIDA, GEORGIA, LOUISIANA, MARYLAND, NEVADA, AND PENNSYLVANIA. KW - Environmental impacts KW - High speed ground transportation KW - Magnetic levitation vehicles KW - Passenger traffic KW - Railroads KW - United States UR - https://trid.trb.org/view/585466 ER - TY - CONF AN - 00818775 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Krebs, R AU - Transportation Research Board TI - INTERMODALISM: THE NEXT LEVEL SN - 0309072085 PY - 2001 IS - 25 SP - p. 186-193 AB - In this conference address, the Chairman and Chief Executive Officer of Burlington Northern Santa Fe Railway recalls the work of the National Commission on Intermodal Transportation, which he chaired, and comments on the proposed Burlington Northern Santa Fe/Canadian National merger. He notes that intermodalism, by its very nature, is very complex. On the freight side, market mechanisms best drive intermodalism by heading users of transportation in the directions of the mode that would be most efficient for that particular part of the transportation move. He also notes there is a strong bias in the freight sector to let those market mechanisms work and not have the public policy or public regulations interfere with the market. There is a need to promote intermodalism, to educate and inform the public sector, and to showcase private sector development of intermodal freight systems. He acknowledges there will always be intense and often heated discussions about how various modes will be funded and about the safety of the various modes and the role that safety plays in intermodalism. He also notes the various institutional barriers that get in the way of a true intermodal product that provides the highest and best service for the most efficient cost. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Financing KW - Freight transportation KW - Institutional issues KW - Intermodal transportation KW - Markets KW - Promotion KW - Public policy KW - Publicity KW - Safety UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694898 ER - TY - CONF AN - 00818777 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Canby, A AU - Kornegay, H T AU - Rawling, F G AU - Transportation Research Board TI - PROGRESS SINCE THE 1994 COMMISSION REPORT: NONFEDERAL PUBLIC AGENCY ASSESSMENTS SN - 0309072085 PY - 2001 IS - 25 SP - p. 199-202 AB - The conference closed with a town hall panel, with each speaker representing a particular stakeholder perspective on freight intermodalism. Presented here are the nonfederal public agency assessments. A. Canby presents the perspective of the state department of transportation. H.T. Kornegay presents the port perspective. F.G. Rawling presents the perspective of the metropolitan planning organization. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Freight transportation KW - Intermodal transportation KW - Metropolitan planning organizations KW - Perspective (Point of view) KW - Port authorities KW - Stakeholders KW - State departments of transportation UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694900 ER - TY - CONF AN - 00818776 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Nievez, J AU - Nowicki, P AU - Cameron, D AU - Prince, T AU - Transportation Research Board TI - PROGRESS SINCE THE 1994 COMMISSION REPORT: PRIVATE SECTOR ASSESSMENTS SN - 0309072085 PY - 2001 IS - 25 SP - p. 194-198 AB - The conference closed with a town hall panel, with each speaker representing a particular stakeholder perspective on freight intermodalism. Presented here are the private sector assessments. J. Nievez presents the trucking perspective. P. Nowicki presents the railroad perspective. D. Cameron presents the shipper perspective. T. Prince presents the information technology perspective. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Freight transportation KW - Information technology KW - Intermodal transportation KW - Perspective (Point of view) KW - Private enterprise KW - Railroads KW - Shippers KW - Stakeholders KW - Trucking UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694899 ER - TY - CONF AN - 00818774 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - WALKER, R AU - Hollingsworth, R AU - Pentimonti, E AU - Spinosa, J AU - Belzer, M AU - Helmick, J AU - Transportation Research Board TI - LABOR AND TECHNOLOGY SN - 0309072085 PY - 2001 IS - 25 SP - p. 173-185 AB - This conference panel session focuses on labor and technology in the U.S. transportation industry as it relates to global intermodal freight in the 21st century. R. Walker provides an overview. R. Hollingsworth questions whether the infrastructure in southern California can handle increased growth in traffic through the ports without adopting new technology and new processes, noting there are two kinds of infrastructure: physical infrastructure and people-process infrastructure. E. Pentimonti emphasizes the need for increased productivity and the importance of implementing technology as a way to increase productivity and take advantage of the investments made in the industry. J. Spinosa stresses the need to ensure there are jobs for labor and that labor is given an opportunity to be part of the solution instead of labeled as the cause of a problem. M. Belzer focuses on a number of issues facing the trucking industry, most notably the operating conditions and wages, as well as shortages and high turnover among drivers. J. Helmick comments on workforce needs assessments, workforce recruitment, and alternative education-training approaches. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Education and training KW - Freight transportation KW - Implementation KW - Infrastructure KW - Intermodal transportation KW - Labor KW - Labor force KW - Labor productivity KW - Needs assessment KW - Recruiting KW - Shortages KW - Southern California KW - Technological innovations KW - Technology KW - Truck drivers KW - Trucking KW - Turnover KW - Wages UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694897 ER - TY - CONF AN - 00818770 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Smith, D AU - Ulrich, B AU - Gurskis, J AU - Hart, R AU - Coates, J D AU - Transportation Research Board TI - FINANCING INTERMODAL DEVELOPMENT: INTERNATIONAL SN - 0309072085 PY - 2001 IS - 25 SP - p. 132-140 AB - This conference panel session focuses on how to finance international intermodal development and projects and on the challenges of implementing intermodalism in a new climate of public and private investment financing. D. Smith provides an overview. B. Ulrich presents a case study on the Global Environmental Fund's railroad projects in Brazil and Argentina. J. Gurskis discusses a logistics infrastructure development project in Brazil involving rail port and highway infrastructure. R. Hart discusses the public-private financing partnership for Brazil's North-South Railway. J.D. Coates examines intermodal developments in Asia and how the projects are financed. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Argentina KW - Asia KW - Brazil KW - Case studies KW - Conferences KW - Financing KW - Freight transportation KW - Highways KW - Infrastructure KW - Intermodal facilities KW - Intermodal transportation KW - Logistics KW - Ports KW - Public private partnerships KW - Railroads UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694893 ER - TY - CONF AN - 00818771 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Puccia, P AU - Groseclose, B AU - Mayer, J AU - Beaulieu, P AU - Holt, J AU - Transportation Research Board TI - FINANCING INTERMODAL DEVELOPMENT: DOMESTIC SN - 0309072085 PY - 2001 IS - 25 SP - p. 141-150 AB - This conference panel session focuses on financing domestic intermodal development projects. P. Puccia served as moderator. B. Groseclose discusses the financing of a new port terminal in Charleston, South Carolina. J. Mayer discusses the Transportation Infrastructure Finance and Innovation Act (TIFIA), which provides loans, lines of credit, and loan guarantees to enable mega-projects. P. Beaulieu talks about a "family of partnerships" that have developed in the Puget Sound region, bringing together all the relevant players to do what is needed to improve freight movement. J. Holt focuses on the multiple funding challenges faced by intermodal projects. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Charleston (South Carolina) KW - Conferences KW - Financing KW - Freight transportation KW - Infrastructure KW - Intermodal transportation KW - Marine terminals KW - Partnerships KW - Puget Sound Region KW - Transportation Infrastructure Finance and Innovation Act UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694894 ER - TY - CONF AN - 00818769 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Prince, T AU - Allen, J AU - Maring, G AU - Wavering, K AU - Transportation Research Board TI - INFORMATION TECHNOLOGY SN - 0309072085 PY - 2001 IS - 25 SP - p. 123-131 AB - This conference panel session focuses on emerging technologies in the areas of equipment identification, electronic commerce, equipment monitoring and transfer information systems, data systems (both commercial and military), and the military's global transportation network. T. Prince provides an overview. J. Allen discusses freight identification technologies, focusing on describing some business situations in which device technology specifically can be applied as well as the rationale behind it. G. Maring discusses intelligent transportation systems (ITS) applications to intermodal freight. K. Wavering describes the global transportation network, which provides in-transit visibility to the defense transportation system for both war-time and peace-time efforts. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Electronic commerce KW - Electronic data interchange KW - Freight transportation KW - Identification systems KW - In-transit visibility KW - Information technology KW - Intelligent transportation systems KW - Intermodal transportation KW - Monitoring KW - Transportation networks UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694892 ER - TY - CONF AN - 00818772 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Knatz, G AU - Hendrix, A AU - Cutshall, C AU - Wakeman, T AU - Transportation Research Board TI - ENVIRONMENTAL ISSUES SN - 0309072085 PY - 2001 IS - 25 SP - p. 151-160 AB - This conference panel session focuses on environmental issues, in particular what the transportation industry may face in the future. G. Knatz provides an overview. A. Hendrix highlights three major issues: air emissions from all modes and the impact on air quality; the need for technologies to reduce noise, particularly from trucks, rail, and at the localized level from airplanes; and water-quality controls. C. Cutshall focuses on what has become a hodgepodge of laws and regulations associated with the permitting process that confronts transportation projects. T. Wakeman discusses the challenges faced by the port community in getting approval for and undertaking dredging projects. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Air quality KW - Conferences KW - Dredging KW - Environmental impacts KW - Freight transportation KW - Intermodal transportation KW - Laws KW - Noise KW - Permits KW - Regulations KW - Water quality UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694895 ER - TY - CONF AN - 00818773 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Emmett, E AU - Avery, B AU - Burrack, T AU - Wetsel, L AU - Cameron, D AU - Transportation Research Board TI - SERVICE RELIABILITY AND OPERATIONS SN - 0309072085 PY - 2001 IS - 25 SP - p. 161-169 AB - This conference panel session focuses on the importance of intermodal service reliability. E. Emmett served as moderator. B. Avery notes that getting trains out on time is the key and that not leaving on time has a ripple effect on the other components of the intermodal move. T. Burrack discusses modal service reliability from the perspective of bulk shipping and dependence on the river system for efficient and cost-effective transportation service. L. Wetsel discusses the challenges facing the nation's rail industry, specifically the need to increase service performance, which will be achieved only with massive reinvestments in plant and equipment. D. Cameron offers remarks from the perspective of a logistics manager, whose very survival depends on on-time delivery and service reliability; he reiterates the point that transportation infrastructure affects competitiveness. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Bulk cargo KW - Competition KW - Conferences KW - Freight service KW - Freight transportation KW - Infrastructure KW - Inland water transportation KW - Intermodal transportation KW - Logistics KW - On time performance KW - Railroads KW - Reliability UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694896 ER - TY - CONF AN - 00818768 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Lebedev, G AU - Transportation Research Board TI - PREPARING FOR CHANGE SN - 0309072085 PY - 2001 IS - 25 SP - p. 117-122 AB - In this conference presentation, the Executive Vice President and Chief Operating Officer of the U.S. Chamber of Commerce addresses the question: Are we in the transportation community ready for the changes the 21st century will bring? He discusses what these changes might be and what effect they might have on transportation. He begins with demographic changes then looks at changes in information technology and other technology areas. He introduces five potentially culture-changing possibilities. In conclusion, he comments on the political environment in which we live and work. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - 21st century KW - Conferences KW - Demographics KW - Freight transportation KW - Information technology KW - Intermodal transportation KW - Political factors KW - Technological innovations UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694891 ER - TY - CONF AN - 00818766 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Green, B AU - Holliday, B AU - High, J AU - White, C AU - Johnson, C AU - Transportation Research Board TI - INFRASTRUCTURE CAPACITY AND CONNECTIVITY: FEDERAL PERSPECTIVES SN - 0309072085 PY - 2001 IS - 25 SP - p. 94-104 AB - This conference panel session focuses on infrastructure capacity and connectivity from the federal perspective. B. Green provides an overview. B. Holliday discusses the current status of the U.S. Army Corps of Engineers (USACE) navigation program; how the USACE links with the Marine Transportation System (MTS); and future challenges. J. High discusses the MTS, focusing on capacity, information technology, financing, and infrastructure. C. White, Jr., focuses on rail capacity and infrastructure, with comments on the significance of the recent merger of Canadian National and Burlington Northern railroads. C. Johnson focuses on intermodal connectors and border infrastructure. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Capacity KW - Conferences KW - Connectivity KW - Financing KW - Freight transportation KW - Future KW - Information technology KW - Infrastructure KW - Intermodal transportation KW - International borders KW - Mergers KW - Navigation KW - Railroads KW - Shipping KW - U.S. Army Corps of Engineers UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694889 ER - TY - CONF AN - 00818762 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Brown, D G AU - Transportation Research Board TI - INTERMODALISM AND THE U.S. MILITARY SN - 0309072085 PY - 2001 IS - 25 SP - p. 48-54 AB - The message of this conference presentation is that, although intermodalism is not new to the U.S. military, the military has now reached the point where it is essential that they integrate intermodal transportation systems into the way that they do business. The military is undergoing a critical transformation in the way military operations are conducted, and this transformation cannot occur without a fundamental revolution in the way the military performs logistics. In effect, increasing intermodalism is a major key to achieving what many refer to as the revolution in military logistics. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Freight transportation KW - Intermodal transportation KW - Logistics KW - Military transportation UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694885 ER - TY - CONF AN - 00818764 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - North, R AU - Spear, A AU - Flynn, S AU - McGowan, J AU - Black, J AU - Transportation Research Board TI - CARGO CLEARANCE, SECURITY, AND SAFETY SN - 0309072085 PY - 2001 IS - 25 SP - p. 70-83 AB - This conference panel session focuses on issues such as border and port of entry clearance, international equipment and safety standards, efficient transfer of goods, cargo theft and liability, cargo crime, and security issues. R. North provides an overview. A. Spear addresses the topic of cargo crimes investigation. S. Flynn discusses incorporating security into the global system for intermodal freight movements. J. McGowan describes the activities of the Interagency Commission on Crime and Security at U.S. Seaports. J. Black discusses the formation and guidelines of TAPA, the Technolocy Asset Protection Association, which is composed of the security directors of the top 60 high-tech companies in the United States. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Bulk cargo KW - Cargo clearance KW - Cargo transfer KW - Conferences KW - Crimes KW - Freight transportation KW - Interagency Commission on Crime & Security at U.S. Seaports KW - Intermodal transportation KW - Liability KW - Safety and security KW - Technology Asset Protection Association KW - Theft UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694887 ER - TY - CONF AN - 00818758 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Van Beek, S AU - Transportation Research Board TI - INNOVATION AND COLLABORATION SN - 0309072085 PY - 2001 IS - 25 SP - p. 17-21 AB - In this keynote address, the Associate Deputy Secretary of Transportation and Director of the Office of Intermodalism addresses the following questions: What was the promise of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) when it was passed? How well have we done since the passage of ISTEA? How has the intermodal world changed? What do those changes mean for the future of both intermodalism and transportation in general? U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Cooperation KW - Freight transportation KW - Innovation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Transportation operations KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694881 ER - TY - CONF AN - 00818765 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Yoshitani, T AU - Browning, J AU - Morton, C AU - Kopicki, R AU - Winter, J AU - Transportation Research Board TI - IMPLICATIONS OF TRADE POLICY FOR GLOBAL INTERMODAL DEVELOPMENT SN - 0309072085 PY - 2001 IS - 25 SP - p. 84-93 AB - This conference panel session focuses on issues relating to trade policy, the increasing globalization of markets, and the economic interdependence resulting from multinational business activities and worldwide and multimodal transportation systems. T. Yoshitani provides an overview. J. Browning focuses on international trade organizations and how they facilitate intermodal transportation, with primary emphasis on the World Trade Organization, what is taking place in the European Union and the European Commission, and what is happening in the Asia-Pacific region. C. Morton focuses on the relationship between trade policy per se--the actual negotiations--and how that interrelates to the development of intermodal networks and either stymies or facilitates the development of intermodal networks. R. Kopicki discusses international intermodal development and the role of the World Bank. J. Winter discusses the impact of trade globalization on regional economies, using as an example the Ports of Los Angeles and Long Beach. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - European Commission KW - European Union KW - Freight transportation KW - Globalization KW - Intermodal transportation KW - International trade KW - Networks KW - Policy KW - Port of Long Beach KW - Port of Los Angeles KW - Regional economics KW - Trade KW - World Bank KW - World Trade Organization UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694888 ER - TY - CONF AN - 00818760 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Casey, J AU - Emmett, E AU - Rhein, T AU - Branscum, S AU - Stefflre, G AU - Hertwig, J AU - Transportation Research Board TI - INTERMODAL FREIGHT TRANSPORTATION REPORT CARD: PRIVATE SECTOR PERSPECTIVE SN - 0309072085 PY - 2001 IS - 25 SP - p. 29-39 AB - The private sector perspective on the intermodal freight transportation report card is examined in these presentations. Progress and challenges are addressed from the perspectives of the shipper, the ocean carrier, railroads, motor carriers, and intermodal system planning. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Evaluation and assessment KW - Freight transportation KW - Intermodal system planning KW - Intermodal transportation KW - Motor carriers KW - Ocean carriers KW - Perspective (Point of view) KW - Private enterprise KW - Railroads KW - Shippers UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694883 ER - TY - CONF AN - 00818767 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Weber, F AU - Kinghorn, J A AU - Caponiti, J AU - Ledden, J M AU - Lucas, W AU - Transportation Research Board TI - NATIONAL SECURITY AND DEFENSE SN - 0309072085 PY - 2001 IS - 25 SP - p. 105-116 AB - This conference panel session focuses on national security and defense. It reviews lessons learned and demands on the intermodal system as military commercial partnering for intermodal freight movements increases. F. Weber provides an overview. J.A. Kinghorn discusses critical infrastructure protection and what our needs are in this area. J. Caponiti focuses on the Voluntary Intermodal Sealift Agreement program (VISA program). J.M. Ledden discusses the history and future of the Civil Reserve Air Fleet (CRAF) of the U.S. Air Mobility Command. W. Lucas reviews Military Traffic Management Command (MTMC) security programs. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Civil Reserve Air Fleet KW - Conferences KW - Freight transportation KW - Infrastructure KW - Intermodal transportation KW - Military shipments KW - Military Traffic Management Command KW - National defense KW - National security KW - Public private partnerships KW - Voluntary Intermodal Sealift Agreement Program UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694890 ER - TY - CONF AN - 00818761 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Morehouse, J AU - Transportation Research Board TI - VISION FOR THE FUTURE SN - 0309072085 PY - 2001 IS - 25 SP - p. 40-47 AB - In this conference presentation, the author shares his views of why the 21st century is going to be dramatically different and presents a significant challenge to the conference participants: "I challenge the intermodal industry to quit saying they are out of capacity and need more infrastructure. Maybe you do--but I think [that view] is based on 20th century thinking, not 21st century thinking. Take the 21st century, look forward, and then tell what infrastructure you really need. Think about breaking down the barriers between the modes and then tell me what infrastructure you really need. Think about 24/7 operations everyplace, everywhere, all the time, and then tell me what infrastructure you need. If you have a problem with the unions, face the problem head-on." U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Freight transportation KW - Future KW - Intermodal transportation UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694884 ER - TY - CONF AN - 00818763 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Oakley, J AU - Huerta, M AU - Ellis, J AU - Ritchey, B AU - JAMES, R AU - Transportation Research Board TI - INSTITUTIONAL RELATIONSHIPS: CASE STUDIES SN - 0309072085 PY - 2001 IS - 25 SP - p. 57-69 AB - This conference panel session focuses on institutional relationships in intermodal transportation. The panelists present their stories of successful collaboration between the public and private sectors and share their experiences in overcoming institutional logjams and leveraging public and private energy and resources to identify and eliminate bottlenecks in an effort to gain greater capacity from the existing transportation system. J. Oakley provides an overview. M. Huerta discusses the federal government role. J. Ellis discusses transportation economic partnerships. B. Ritchey describes the Greater Columbus Inland Port, what it is and its mission. R. James elaborates on New Jersey's Portway Project. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Case studies KW - Conferences KW - Economic policy KW - Federal government KW - Freight transportation KW - Greater Columbus Inland Port (Columbus, Ohio) KW - Intermodal transportation KW - Ports KW - Portway Project (New Jersey) KW - Public private partnerships UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694886 ER - TY - CONF AN - 00818757 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Transportation Research Board TI - GLOBAL INTERMODAL FREIGHT: STATE OF READINESS FOR THE 21ST CENTURY. REPORT OF A CONFERENCE, FEBRUARY 23-26, 2000, LONG BEACH, CALIFORNIA SN - 0309072085 PY - 2001 IS - 25 SP - 255 p. AB - Following the model of previous Transportation Research Board (TRB) intermodal conferences, this conference provided a forum for discussion and information-sharing on the issues and developments affecting intermodal freight transportation planning and operations. The conference brought together more than 200 leaders and experts in intermodal freight transportation from the private sector, all levels of government, and the military. The goal was to take a collective look at how far the nation has come and at what remains to be done toward realizing the vision set forth in the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). The discussions and findings from this conference provide useful input to the framers of the next surface transportation reauthorization scheduled for 2004. Included in the proceedings are conference presentations and the following appendices: (A) Intermodal Freight Transportation Report Card; (B) Summary of U.S. Department of Transportation Actions on Recommendations of the National Commission on Intermodal Transportation; (C) Conference Exhibits and Posters; and (D) List of Conference Participants. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Freight transportation KW - Governments KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Intermodal transportation KW - Military organizations KW - Private enterprise KW - State of the art reports KW - Transportation operations KW - Transportation planning UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694880 ER - TY - CONF AN - 00818759 JO - Transportation Research Board Conference Proceedings PB - Transportation Research Board AU - Van Beek, S AU - Wykle, K AU - Lucas, W AU - Transportation Research Board TI - INTERMODAL FREIGHT TRANSPORTATION REPORT CARD: PUBLIC AGENCY PERSPECTIVE SN - 0309072085 PY - 2001 IS - 25 SP - p. 22-28 AB - An intermodal freight transportation report card provides a very valuable tool for examining how well we have done. These conference presentations address this subject from the perspectives of the U.S. Department of Transportation's Federal Highway Administration and the U.S. Department of Defense. U1 - Global Intermodal Freight: State of Readiness for the 21st CenturyTransportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard.Long Beach, California StartDate:20000223 EndDate:20000226 Sponsors:Transportation Research Board; Defense Advanced Research Projects Agency; and U.S. Department of Transportation, Office of Intermodalism, Federal Highway Administration, Federal Railroad Administration, Maritime Administration, and U.S. Coast Guard. KW - Conferences KW - Evaluation and assessment KW - Freight transportation KW - Intermodal transportation KW - Perspective (Point of view) KW - U.S. Department of Defense KW - U.S. Federal Highway Administration UR - http://onlinepubs.trb.org/onlinepubs/security/cp25.pdf UR - https://trid.trb.org/view/694882 ER - TY - SER AN - 01159317 JO - Research Results PB - Federal Railroad Administration AU - Fateh, Mahmood AU - Federal Railroad Administration TI - Fractal Analysis of Geometry Data for Railroad Track Condition Assessment PY - 2000/12 SP - 4p AB - The Federal Railroad Administration sponsored a research project to investigate the application of Fractal Analysis to railway track geometry data and to develop numerical indices based on this analysis for use in track condition assessment, improved safety and efficiency of operations, and diagnosis of the cause of poor track condition. Fractal Analysis is an analytical technique that can be applied to characterize and to quantify irregular patterns that are chaotic and random; as track geometry data are classified. Fractal analysis of geometry data revealed that the mid-chord offsets (MCO s) of the vertical profile data have typically two orders of roughness. This bi-fractal condition results in three fractal parameters to describe the geometry pattern: two independent fractal dimensions (DR1 and DR2) based on the slope of the log-log plots and the location of the breakpoint. Figure 1 is a plot of the basic geometry profile data and the derived fractal parameters (DR1 and DR2). Two fractal analysis software programs were developed during this research: (1) Fractal Track Evaluation (FTEval) used to evaluate the applicability of fractal analysis to track geometry, and (2) Fractal Track Automatic (FTAuto), evolved from the FTEval, which performs fractal analysis on the geometry data for any length of track. The study concluded that the geometric patterns of the track conditions could be studied through fractal analysis. KW - Evaluation KW - Fractals KW - Geometry KW - Maintenance of way KW - Railroad tracks KW - Track condition UR - http://www.fra.dot.gov/Elib/Document/2159 UR - https://trid.trb.org/view/918740 ER - TY - SER AN - 01159344 JO - Research Results PB - Federal Railroad Administration AU - Tajaddini, Ali AU - Federal Railroad Administration TI - Instrumented Wheelset System Results Verified the High Speed Safety Standards PY - 2000/11 SP - 4p AB - To improve the safety of high-speed passenger coaches, the Federal Railroad Administration sponsored research to develop an instrumented wheelset system that collects wheel/rail forces and acceleration data on a high-speed passenger coach and then compares vehicle performance with newly adapted vehicle track interaction (VTI) safety limits. Data was collected over a 450 mile round-trip route on the Northeast Corridor (NEC) between Washington, DC, and New York City. This data was then compared to the VTI limits in the High-Speed Safety Standards to verify that the passenger coach ran under safe conditions. The completed tests demonstrated that the instrumented wheelset system accurately measures wheel forces and accelerations. A VTI exception report showed that there were no exceptions to the VTI safety limits specified in the standards for high-speed track safety on NEC throughout these tasks. Table 1 shows a summary of a VTI exception report from Wilmington to Baltimore when VTI limit is lowered to 60 percent of safety limit. This report lists the type of exception, the percent of the safety limit, peak value, speed, and location. As an example, the third row shows a net-axle lateral force on axle 2 that was -12,985 pounds. This corresponds to 86.6 percent from the limit of ±15,000 pounds. This occurrence happened at 7,695 feet South of milepost 36. This exception was also the highest occurrence for the entire round trip from Washington, DC to New York City. KW - High speed rail KW - Instrumented vehicles KW - Passenger trains KW - Railroad safety KW - Rolling contact KW - Standards KW - Train track dynamics KW - Wheelsets (Railroads) UR - http://www.fra.dot.gov/Elib/Document/2160 UR - https://trid.trb.org/view/918745 ER - TY - SER AN - 01159316 JO - Research Results PB - Federal Railroad Administration AU - El-Sibaie, Magdy AU - Federal Railroad Administration TI - Computer Model Developed to Predict Rail Passenger Car Response to Track Geometry PY - 2000/10 SP - 4p AB - The Federal Railroad Administration sponsored research to develop a computer model to predict the interaction between vehicle and track as a railroad passenger car travels over track with known geometry. This computer model is capable of identifying potentially hazardous sections of track when given the track geometry and the vehicle speed. These predictions will improve safety of railroad operations by helping to determine the maintenance needs for tracks. This computer model, known as a neural network system, estimates the vertical and lateral forces on the wheel/rail interface as a function of the geometry of the track and the operating characteristics of the vehicle. Unlike conventional computer models, a neural network simulates the analytical workings of the human brain. A series of computer models of a railroad passenger car were developed to evaluate the effectiveness of the neural network. This series of computer models accurately represents the dynamic response of an actual railroad passenger car. In Figure 1, the neural network output closely predicts the series of computer models. In the future, the fully developed system will be used to identify track locations where the estimated lateral and vertical forces exceed the limits recommended for safe operations. Only the track geometry and train speed, which are routinely and easily measured parameters, need to be known in order to identify the potentially hazardous locations. KW - Geometry KW - Lateral/vertical force KW - Neural networks KW - Passenger cars KW - Railroad tracks KW - Rolling contact UR - http://www.fra.dot.gov/Elib/Document/2161 UR - https://trid.trb.org/view/918753 ER - TY - RPRT AN - 00938118 AU - Federal Railroad Administration TI - 1-800 TOLL-FREE EMERGENCY NOTIFICATION SYSTEM FOR SHORTLINE RAILROAD HIGHWAY-RAIL CROSSINGS IN THE COMMONWEALTH OF PENNSYLVANIA PY - 2000/09/20 SP - 48 p. AB - This plan specifies the activities and schedule for developing and implementing a 1-800 toll-free emergency notification system (1-800-ENS) demonstration for eight shortline railroads in Pennsylvania. Five of these railroads are owned by the SEDA-COG Joint Rail Authority and three others are owned by other entities. The North Shore Railroad and Affiliated Companies (NSRAC) operate all eight railroads under contract. The Federal Railroad Administration (FRA), in partnership with the Commonwealth of Pennsylvania, a group of eight shortline railroads within the State (SEDA-COG and NSRAC), and the 911 Clinton County Communication center, will create an emergency and problem notification system for implementation at highway-rail intersections for eight shortline railroads. The Commonwealth of Pennsylvania is also very supportive and desirous of expanding this ENS system state-wide after the original project is established and in operation. KW - 1-800 KW - Emergency notification systems KW - Pennsylvania KW - Railroad grade crossings KW - Short line railroads KW - Toll free UR - https://trid.trb.org/view/730493 ER - TY - RPRT AN - 00806195 AU - Federal Railroad Administration TI - THE URBANIZED AREA FORMULA PROGRAM AND THE NEEDS OF SMALL TRANSIT INTENSIVE CITIES. REPORT TO CONGRESS PY - 2000/09 SP - 44 p. AB - The report was provided to the United States Congress in accordance with Section 3033 of the Transportation Equity Act for the 21st Century (TEA-21). Section 3033 requires the Secretary of Transportation to conduct a study of the Urbanized Area Formula Program administered by FTA, focusing on the needs of small urbanized areas with unusually high levels of transit service and report the results to the United States Congress. Since the formula apportionments for small urbanized areas do not depend on service levels, small transit intensive cities receive smaller apportionments of funds than they would if service levels were incorporated into the formula. This study sets out to determine whether the formula for apportioning funds for urbanized areas accurately reflects the transit needs of urbanized areas and, if not, whether changes should be made to reflect the fact that some urbanized areas that, with a population between 50,000-200,000, have transit systems that carry more passengers per mile or hour than the average of those transit systems with a population over 200,000. The report outlines the formula grant programs administered by FTA, discusses existing and potential transit needs of American cities, and how current formula factors relate to their needs. The report also focuses on the characteristics and funding needs of small transit intensive cities, and concludes that sufficient issues exist to merit considerations of changes to the existing program as part of FY 2004 and beyond reauthorization cycle. KW - Apportionment KW - Financing KW - Grant aid KW - Level of service KW - Needs assessment KW - Passenger volume KW - Quality of service KW - Small cities KW - Transportation Equity Act for the 21st Century KW - Urban areas KW - Urban transit UR - http://ntl.bts.gov/lib/17000/17600/17610/PB2001102561.pdf UR - https://trid.trb.org/view/672547 ER - TY - SER AN - 01159347 JO - Research Results PB - Federal Railroad Administration AU - Shamberger, Richard AU - Federal Railroad Administration TI - Analysis of Antennas to Improve Differential Global Positioning System (DGPS) Reception on Locomotives PY - 2000/08 SP - 4p AB - The Federal Railroad Administration (FRA) Office of Research and Development sponsored a research investigation to improve DGPS signal reception in the locomotive electromagnetic interference (EMI) environment. The main objective of this investigation was to test whether a new Starlink prototype E-field antenna designed to significantly reduce EMI effects surrounding operating AC and DC locomotives performed as intended. During the testing, the performance of the Starlink prototype balanced E-field cone antenna was compared to that of a standard off-the-shelf Starlink H-field loop antenna (MBA2). The antennas were placed in various locations on the roof of the test locomotives. Overall, the Starlink E-field cone antenna performed significantly better than the off-the-shelf Starlink H-field loop antenna, increasing the signal-to-noise ratio (SNR) by 10 dB. It was determined by prior tests that a 10 dB increase in the SNR is sufficient for the Nationwide Differential Global Positioning System (NDGPS) Service to work effectively on railroads. The NDGPS Service will broadcast differential correctors for GPS throughout the nation on the radio beacon band 285 kHz - 325 kHz. KW - Antennas KW - Bandwidth KW - Broadcasting KW - Differential Global Positioning System KW - Electromagnetic interference KW - Global Positioning System KW - Locomotives KW - Radio beacons UR - http://www.fra.dot.gov/Elib/Document/2162 UR - https://trid.trb.org/view/918992 ER - TY - RPRT AN - 01054044 AU - Federal Railroad Administration TI - Railroad Safety Statistics Annual Report 1999 PY - 2000/08//Annual Report SP - 182p AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past six years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 1999. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Annual reports KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://ntl.bts.gov/lib/19000/19000/19040/PB2002104298.pdf UR - https://trid.trb.org/view/813067 ER - TY - RPRT AN - 00805895 AU - Mironer, Mark AU - Coltman, Michael AU - McCown, Robert AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - ASSESSMENT OF RISKS FOR HIGH-SPEED RAIL GRADE CROSSINGS ON THE EMPIRE CORRIDOR PY - 2000/08 SP - 50 p. AB - The report describes a risk-based approach for assessing the implications of higher train speeds on highway-railroad grade crossing safety, and allocating limited resources to best reduce this risk. To predict accident frequency, an existing DOT model was extended to include higher speeds. Accidents were statistically grouped according to crash mechanics. By using historical data and crashworthiness analysis, the severity of an accident was estimated independently for the highway users and train occupants based on a number of factors. These included accident type, type of highway vehicle, type of train, and train speed. The Empire Corridor in New York State was used to illustrate the application of the approach. The study concludes that the increased risk due to higher train speeds can often be more than offset by implementing standard crossing improvements. The analysis shows that improving the highest risk crossings in a corridor, rather than the crossings with the highest train speed, produces the greatest benefit. The report finds that the risk to highway users saturates at train speeds around 65 mph, and that the risk to train occupants does not increase dramatically with train speed. The report recommends an incremental migration to improved safety. KW - Crash rates KW - Crash severity KW - Crash types KW - High speed rail KW - Highway safety KW - Highway travel KW - Highways KW - Improvements KW - Motor vehicles KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Railroad trains KW - Risk assessment KW - Speed KW - Traffic crashes KW - Vehicle occupants UR - http://ntl.bts.gov/lib/10000/10000/10003/rdv0005.pdf UR - http://ntl.bts.gov/lib/10000/10000/10003/rdv0005.pdf UR - https://trid.trb.org/view/672496 ER - TY - RPRT AN - 00797546 AU - Beshers, E AU - Hagler Bailly Services, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - EFFICIENT ACCESS PRICING FOR RAIL BOTTLENECKS PY - 2000/06/01 SP - v.p. AB - This study was undertaken for the purpose of a review of some of the key questions surrounding the issue of railroad access price. Access price is to be understood as the price asked by a railroad that owns a particular segment of track for access to, and use of, that segment of track by some other railroad. The report was prepared with the intent that it be accessible, and useful, to people who have not had specialized training in economic theory. KW - Accessibility KW - Bottlenecks KW - Competition KW - Market share KW - Pricing KW - Railroads KW - Regulatory constraints UR - http://www.fra.dot.gov/eLib/Details/L03017 UR - http://ntl.bts.gov/lib/12000/12600/12697/ecpr.pdf UR - http://ntl.bts.gov/lib/17000/17100/17114/PB2000108166.pdf UR - https://trid.trb.org/view/655497 ER - TY - SER AN - 01159318 JO - Research Results PB - Federal Railroad Administration AU - Plotkin, Don AU - Federal Railroad Administration TI - Evaluation of a Top-of-Rail Lubrication System PY - 2000/06 SP - 4p AB - An average fuel savings of 7.7% was achieved in tests of a top-of-rail lubricant and application system on CSX between Corbin, KY and Cartersville, GA. The test measurements were made during six round trips of a typical 90-car coal unit train. No adverse effects on braking or train handling were observed during the tests. Figure 1 shows the fuel savings achieved for test runs with all coal cars fully loaded, with all coal cars empty, and the average of these. KW - Energy conservation KW - Fuel consumption KW - Rail (Railroads) KW - Rail lubrication KW - Savings KW - Tests UR - http://www.fra.dot.gov/Elib/Document/2164 UR - https://trid.trb.org/view/919095 ER - TY - RPRT AN - 00797545 AU - Bitzan, John AU - Upper Great Plains Transportation Institute AU - Federal Railroad Administration TI - RAILROAD COST CONDITIONS - IMPLICATIONS FOR POLICY PY - 2000/05/10 SP - 177 p. AB - This report includes a simplified framework for examining the welfare implications of railroad mergers and competition. It examines the cost implications of mergers and competition over existing rail lines by testing for the condition of cost subadditivity. This condition is examined directly by simulating single-firm and two-firm costs under various output combinations, using output-cost relationships estimated from a statistical cost function. KW - Competition KW - Cost of service pricing KW - Mergers and acquisitions KW - Railroads KW - Social benefits KW - Welfare economics UR - http://www.fra.dot.gov/eLib/Details/L03018 UR - http://ntl.bts.gov/lib/12000/12700/12711/rr_costs.pdf UR - http://ntl.bts.gov/lib/17000/17100/17116/PB2000108176.pdf UR - https://trid.trb.org/view/654990 ER - TY - RPRT AN - 00797513 AU - Tyrell, D AU - Severson, K AU - Perlman, A B AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - SINGLE PASSENGER RAIL CAR IMPACT TEST. VOLUME 1: OVERVIEW AND SELECTED RESULTS PY - 2000/05 SP - 32 p. AB - A test was conducted of a single rail passenger car colliding with a fixed wall at 35 mph. The car was instrumented to measure 1) the deformations of critical structural elements, 2) the vertical, lateral, and longitudinal deceleration of the carbody and trucks, and 3) displacements of suspension systems. The car was equipped with anthropomorphic test devices (test dummies) in three interior arrangements: 1) forward-facing unrestrained occupants seated in rows, compartmentalized by the forward seat in order to limit the motions of the occupants; 2) forward facing restrained occupants with lap and shoulder belts; and 3) rear facing unrestrained occupants. The purpose of the test was to validate and calibrate computer models for analyzing crashworthiness of rail passenger vehicles. KW - Crashworthiness KW - Occupant protection devices KW - Passenger cars KW - Passenger security KW - Railroad cars KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/2315 UR - http://ntl.bts.gov/lib/13000/13000/13040/ord0002_1.pdf UR - https://trid.trb.org/view/654984 ER - TY - RPRT AN - 00796117 AU - Samavedam, G AU - Gomes, J AU - Blader, F AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - PASSENGER RAIL VEHICLE SAFETY ASSESSMENT METHODOLOGY. VOLUME 2: DETAILED ANALYSES AND SIMULATION RESULTS PY - 2000/04 SP - 232 p. AB - This report presents detailed analytic tools and results on dynamic response which are used to develop the safe dynamic performance limits of commuter passenger vehicles. The methodology consists of determining the critical parameters and characteristic properties of both the vehicle and the track, establishing the failure modes, and then using a computer model to determine under what conditions the failure occurs. The computer tool predicts the dynamics of the vehicles at varying speeds. Safety limits and margins are based on when the predicted behavior approaches a derailment. KW - Assessments KW - Passenger transportation KW - Performance evaluations KW - Rail transit KW - Safety and security KW - Vehicle safety UR - http://ntl.bts.gov/lib/42000/42300/42304/ord0003b.pdf UR - https://trid.trb.org/view/654339 ER - TY - RPRT AN - 00796116 AU - Samavedam, G AU - Gomes, J AU - Blader, F AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - PASSENGER RAIL VEHICLE SAFETY ASSESSMENT METHODOLOGY. VOLUME 1: SUMMARY OF SAFE PERFORMANCE LIMITS PY - 2000/04 SP - 48 p. AB - This report presents a methodology based on computer simulation that assesses the safe dynamic performance limits of commuter passenger vehicles. The methodologyt consists of determining the critical design parameters and characteristic properties of both the vehicle and the track, establishing the failure modes, and then using a computer model to determine under what conditions the failure occurs. The computer tool predicts the dynamics of the vehicles at varying speeds and safety limits and margins are establisheds based on when the predisted behavior approaches a derailment. KW - Assessments KW - Passenger transportation KW - Rail transit KW - Safety and security KW - Vehicle safety UR - http://ntl.bts.gov/lib/42000/42300/42303/ord0003a.pdf UR - https://trid.trb.org/view/654338 ER - TY - SER AN - 01159339 JO - Research Results PB - Federal Railroad Administration AU - Tsai, Tom AU - Sill, Steven AU - Federal Railroad Administration TI - Developed Wheel and Axle Assembly Monitoring System to Improve Passenger Train Safety PY - 2000/03 SP - 3p AB - To encourage the expansion of safe high-speed passenger rail service nationwide, the FRA sponsored the development and testing of two autonomous systems to monitor passenger trains to help ensure safety and ride quality. This monitoring is essential for high-speed trains where the consequences of derailment are potentially greater than for trains traveling at lower speeds. The first system is a rugged unit that can function reliably in extreme environments. This system was tested on a Talgo train with tilting technology traveling between Portland and Vancouver during the summer and fall of 1998. The unit was installed to monitor Talgo’s compliance with an FRA waiver allowing the train to travel through certain curves at speeds higher than those of a non-tilting train. The second system is a lighter less rugged system designed for passenger cars where the operating environment is typically less harsh than that of locomotives. The system was installed on Amtrak passenger cars traveling from Bakersfield to Sacramento California and from Washington, DC to New York City. This unit was designed to measure and monitor the vibration of wheel and axle assemblies using standard accelerometers. The measurements were then processed using a neural net computer that “learns” in a manner similar to a human. The data can be used to identify track and vehicle maintenance and repair needs and potentially unsafe conditions. The tests successfully demonstrated that the remote monitoring systems could provide a reliable means for detecting potentially unsafe track and vehicle conditions in near-real time. In addition it can be easily modified to meet various users’ monitoring requirements. KW - Accelerometers KW - High speed rail KW - Maintenance KW - Neural networks KW - Passenger trains KW - Railroad safety KW - Remote monitoring system KW - Ride quality UR - http://www.fra.dot.gov/Elib/Document/2163 UR - https://trid.trb.org/view/918995 ER - TY - RPRT AN - 01104854 AU - VanIngen-Dunn, Caroline AU - Simula Technologies, Incorporated AU - Federal Railroad Administration AU - Research and Special Programs Administration TI - Single Passenger Rail Car Impact Test. Volume 2: Summary of Occupant Protection Program. PY - 2000/03//Final Report SP - 36p AB - On November 16, 1999, at the Transportation Technology Center in Pueblo, Colorado, a test was conducted of a single rail passenger car colliding with a fixed wall at 35 mph. The car was instrumented to measure (1) the deformations of critical structural elements, (2) the vertical, lateral, and longitudinal deceleration of the carbody and trucks, and (3) displacements of suspension systems. The purpose of the test was to validate and calibrate computer models for analyzing crashworthiness of rail passenger vehicles. KW - Crashworthiness KW - Forward facing KW - Impact tests KW - Occupant protection devices KW - Passenger transportation KW - Railroad crashes KW - Railroad safety KW - Railroad traffic KW - Railroad transportation KW - Rear facing adult seats UR - http://ntl.bts.gov/lib/17000/17000/17073/PB2000107448.pdf UR - https://trid.trb.org/view/864537 ER - TY - RPRT AN - 00797543 AU - VanIngen-Dunn, Caroline AU - Simula Technologies, Incorporated AU - Federal Railroad Administration AU - Research and Special Programs Administration TI - SINGLE PASSENGER RAIL CAR IMPACT TEST. VOLUME 2: SUMMARY OF OCCUPANT PROTECTION PROGRAM PY - 2000/03 SP - 36 p. AB - A test in which a single rail passenger car was crashed into a fixed wall at 35 mph was conducted at the Transportation Technology Center (TCC) on November 16, 1999. The car was instrumented to measure (1) the deformations of critical structural elements, (2) the vertical, lateral, and longitudinal deceleration of the carbody and trucks, and (3) the displacements of suspension systems. The objective of the interior tests was to determine the corresponding level of occupant safety for that impact scenario. Several interior configurations were tested with the appropriate data acquisition technology and quantified occupant injury parameters and seat strength characteristics. The car was equipped with anthropomorphic test devices in the following three arrangements: forward facing unrestrained occupants seated in rows, compartmentalized by the forward seat in order to limit the motions of the occupants; forward facing restrained occupants with lap and shoulder belts; and rear facing unrestrained occupants. The principal goal of this full scale rail car impact test and the overall test program was to obtain scientific data that define a realistic rail car crash pulse, structural response, and corresponding level of occupant safety. KW - Crash injury research KW - Crashworthiness KW - Deformation KW - Impact tests KW - Passenger cars KW - Passenger security KW - Railhead KW - Structural members KW - Transportation safety UR - http://www.fra.dot.gov/Elib/Document/2313 UR - http://ntl.bts.gov/lib/13000/13000/13041/ord0002_2.pdf UR - http://ntl.bts.gov/lib/17000/17000/17073/PB2000107448.pdf UR - https://trid.trb.org/view/654989 ER - TY - RPRT AN - 00808410 AU - WEILAND, R J AU - Weiland Consulting Company AU - Federal Railroad Administration TI - INTELLIGENT TRANSPORTATION SYSTEM STANDARDS FOR THE HIGHWAY-RAIL INTERSECTION. REPORT FOR THE WORKSHOP ON ITS STANDARDS FOR THE HIGHWAY-RAIL INTERSECTION. HELD IN ARLINGTON, VIRGINIA ON JULY 22-23, 1999 PY - 2000/02/29 SP - 76 p. AB - The objective of the ITS HRI Standards Workshop was to characterize and move the development process forward toward the establishment of industry concensus standards for the use of Intelligent Transportation System technologies at highway-rail intersection. The workshop had several purposes: first, to identify the standards needed for effective national deployment of ITS at the HRI, and to identify the technical and institutional opportunities and challenges related to the development of these standards; second, to identify the standards organizations and individuals who need to participate in the development of ITS HRI standards; and third, to begin the dialog among the relevant shareholders. KW - Crash avoidance systems KW - Intelligent transportation systems KW - Intersections KW - Railroad grade crossings KW - Standardization UR - http://ntl.bts.gov/lib/17000/17400/17471/PB2001101790.pdf UR - https://trid.trb.org/view/673344 ER - TY - RPRT AN - 00806149 AU - Brickle, Barrie AU - Association of American Railroads AU - Federal Railroad Administration TI - SINGLE PASSENGER RAIL CAR IMPACT TEST. VOLUME 3: TEST PROCEDURES, INSTRUMENTATION AND DATA PY - 2000/01/12 SP - v.p. AB - A full-scale impact test was performed November 16, 1999 at the Federal Railroad Administration's Transportation Technology Center, Pueblo, Colorado. The test was performed on a Budd Company Pioneer-type commuter passenger car. The purpose of the test was to measure strains, accelerations and displacements during the impact and validate the computational and kinematic models of the vehicle impacting a rigid barrier. Other test objectives were to determine the crash force pulse shape throughout the vehicle and to provide a greater understanding of occupant kinematics in crash situations. Simula Technologies, Inc., provided the occupant kinematics experiments which included a number of instrumented anthropomorphic test devices in different seat configurations. This report describes the test car and the methodology used to carry out the impact test, together with a description of all the instrumentation used to measure the structural deformation of the car during the impact. KW - Commuter cars KW - Impact tests KW - Instrumentation KW - Kinematics KW - Rail transit KW - Railcar structural components UR - http://search.library.wisc.edu/catalog/ocm56908978 UR - http://ntl.bts.gov/lib/13000/13000/13044/ord0002_3.pdf UR - http://ntl.bts.gov/lib/17000/17400/17435/PB2001101600.pdf UR - https://trid.trb.org/view/673785 ER - TY - RPRT AN - 01472729 AU - Federal Railroad Administration TI - Updated Analysis of Train Whistle Bans PY - 2000/01 SP - 24p AB - This analysis incorporates information on a larger number of crossings subject to whistle bans than the 1995 report. It also utilizes a more refined procedure to compare accident experiences at crossings according to the type of warning device installed. Information about crossings in the Chicago area is also included. KW - Chicago (Illinois) KW - Horns KW - Noise KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - Warning devices KW - Whistles UR - http://www.fra.dot.gov/Elib/Document/1327 UR - https://trid.trb.org/view/1243649 ER - TY - RPRT AN - 00806211 AU - Federal Railroad Administration TI - FRA 2000: LEADERSHIP, PARTNERSHIPS, RESULTS. A REPORT TO THE NATION PY - 2000 SP - 16 p. AB - This report is centered around three key words: leadership, partnerships, and results. Following aspects are emphasized: challenging federal agencies to operate more like private sector companies by being results driven and customer focused; setting a zero tolerance goal for accidents; moving people faster, further and safer; taking advantage of advanced technologies to boost safety and efficiency; and, ensuring economic growth. KW - Economic growth KW - Mobility KW - Partnerships KW - Private enterprise KW - Quality of service KW - Railroad transportation KW - Ridership KW - Safety KW - Technological innovations UR - https://trid.trb.org/view/672560 ER - TY - RPRT AN - 00798191 AU - Federal Railroad Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS AND THE HIGHWAY-RAIL INTERSECTION PY - 2000 AB - This website from the Federal Railroad Administration on ITS applications to railroad grade crossings (also called highway-rail intersections (HRI)) contains information about HRI standards development, strategic plans and operational tests KW - Railroad grade crossings KW - Safety KW - Traffic control UR - https://trid.trb.org/view/655513 ER - TY - RPRT AN - 00789256 AU - Federal Railroad Administration TI - COMMUTER CHOICE PROGRAM, AMERICA'S WAY TO WORK: A TOOLBOX PY - 2000 SP - v.p. AB - Commuter Choice - a benefits program - is a great way to provide employees with a cost-effective, value-added benefit. Changes in the Internal Revenue Service (IRS) Code allow a company the flexibility to create a program that benefits both employee and employer. The program is designed to get more cars off the roads and provide commuters an attractive alternative to driving to work alone--public transportation, a tax-free employment benefit. Currently an employer may give up to $65 a month or up to $789 a year in transportation costs to an employee, at the same time lowering employer's FICA and federal income tax costs. This Commuter Choice Toolkit makes it easy for a transit agency/employer to start-up, establish, and administer a Commuter Choice program that meets IRS requirements for tax-free transportation benefits. The toolbox provides information covering just about every aspect of the Common Choice benefits program, including literature on getting started, program options, federal agency options, employer and employee questions and answers, union information, and a voucher and pass programs directory. This Commuter Choice Toolkit can be downloaded from the FTA Website at http://www.fta.dot.gov. KW - Commuters KW - Commuting KW - Employee assistance programs KW - Employee benefits KW - Employer sponsored transportation KW - Taxation UR - https://trid.trb.org/view/649158 ER - TY - RPRT AN - 00806993 AU - Lee, HS-H AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - ASSESSMENT OF POTENTIAL AERODYNAMIC EFFECTS ON PERSONNEL AND EQUIPMENT IN PROXIMITY TO HIGH-SPEED TRAIN OPERATIONS PY - 1999/12 SP - 52 p. AB - Amtrak is planning to provide high-speed passenger train service at speeds significantly higher than their current top speed of 125 mph, and with these higher speeds, there are concerns with safety from the aerodynamic effects created by a passing train. Trains operating at high speeds will pass other trains on adjacent tracks, passengers on station platforms, and other equipment and workers along the wayside. The aerodynamic effects created by a passing train include both pressure and induced airflow which can be a potential hazard to equipment and people in proximity to the passing train. This report assesses the potential hazards created from the aerodynamic effects of passing high-speed trains at speeds of 150 mph. It will specifically address the hazards to window glazing on passenger trains and to people on station platforms. A literature review was conducted and many of the data obtained served as a basis for this study. A description associated with passing trains and data on aerodynamic force levels produced from a passing train are presented first. Data on structural load limits for glazing and tolerance levels for human comfort which provide criteria for hazard assessment are also presented. Second, computations are performed to assess the potential hazards of passing high-speed trains to train window glazing and to people. KW - Aerodynamic force KW - Amtrak KW - Comfort KW - Equipment KW - Hazard evaluation KW - High speed rail KW - Human beings KW - Safety KW - Tolerance (Physiology) KW - Window glass UR - http://ntl.bts.gov/lib/13000/13000/13047/ord9911.pdf UR - http://ntl.bts.gov/lib/16000/16400/16421/PB2000103858.pdf UR - http://ntl.bts.gov/lib/42000/42700/42744/ord9911.pdf UR - https://trid.trb.org/view/672927 ER - TY - RPRT AN - 00899848 AU - Liao, S AU - Mosier, Paul AU - Kennedy, William AU - Andrus, David AU - Parsons Brinckerhoff Quade and Douglas, Incorporated AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - THE AERODYNAMIC EFFECTS OF HIGH-SPEED TRAINS ON PEOPLE AND PROPERTY AT STATIONS IN THE NORTHEAST CORRIDOR. PY - 1999/11 SP - 146p AB - This report presents the results of a study to evaluate the aerodynamic (air velocity and pressure) effects of the new high-speed trains on the safety and comfort of people and the impacts on physical facilities in and around Northeast Corridor stations. This report focuses particularly on the effects at "non-express-stop" stations, i.e., stations where the trains are not scheduled to stop and will thus pass the stations at potentially higher speeds than current operations. KW - Aerodynamics KW - High speed rail KW - Northeast Corridor KW - Railroad stations KW - Testing KW - United States UR - http://ntl.bts.gov/lib/42000/42700/42747/ord9912.pdf UR - https://trid.trb.org/view/613056 ER - TY - RPRT AN - 00790758 AU - Federal Railroad Administration AU - Association of American Railroads TI - SWITCHING OPERATIONS FATALITY ANALYSIS: FINDINGS AND RECOMMENDATIONS OF THE SOFA WORKING GROUP PY - 1999/10 SP - 125 p. AB - On February 1998, a Switching Operations Fatality Analysis (SOFA) Working Group (WG) was formed at the request of the Federal Railroad Administration (FRA) to review recent fatal incidents and develop recommendations for reducing fatalities in switching operations. The WG developed a codified database of standardized information from the wide range of information in the 76 FRA fatal accident case files between January 1992 and July 1998. In addition, the group reviewed very limited data obtained from FRA files concerning employee fatalities (FEs) from 1975 to 1991. This database, along with expertise capturing exercises, were then used to generate trends or patterns in the data for a more comprehensive understanding of the fatalities they were investigating. The incident reports generally tried to establish a single probable cause of each switching incident. However, the WG concluded that fatalities more often resulted from the coming together of a complex set of factors. The report presents the WG's five major findings, along with recommendations for improving safety of switching operations and a brief discussion of the context and rationale for each recommendation. The five findings/recommendations involve securing the equipment, work on the same or adjacent track(S), job safety briefings, communication between the locomotive engineer and the train crew, and crew member experience. With respect to incident investigation and analysis, the WG made four specific recommendations to the FRA: establish and maintain a database of objective FE data, provide computer support to the data collection process, continue review and monitoring of fatal accident data, and modify the data collection process to include a team concept. A fatal incident investigation protocol is outlined. KW - American Short Line & Regional Railroad Association KW - Association of American Railroads KW - Brotherhood of Locomotive Engineers and Trainmen KW - Communications KW - Crash analysis KW - Crash causes KW - Crash characteristics KW - Crash investigation KW - Crash locations KW - Crash records KW - Crash reports KW - Employees KW - Fatalities KW - Ground vehicle operators KW - Locomotive engineers KW - Occupational safety KW - Railroad crashes KW - Switching KW - Train crews KW - Training KW - U.S. Federal Railroad Administration KW - United Transportation Union UR - https://www.fra.dot.gov/Page/P0016 UR - http://ntl.bts.gov/lib/13000/13000/13018/ord0004.pdf UR - http://ntl.bts.gov/lib/17000/17600/17690/PB2001103171.pdf UR - https://trid.trb.org/view/648345 ER - TY - RPRT AN - 00791212 AU - Coplen, M K AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - COMPLIANCE WITH RAILROAD OPERATING RULES AND CORPORATE CULTURE INFLUENCES: RESULTS OF A FOCUS GROUP AND STRUCTURED INTERVIEWS PY - 1999/10 SP - 40 p. AB - The term corporate culture (i.e., an organization's shared assumptions, values, artifacts, and communication processes) directly influences both safety and productivity. In the railroad industry, operating rules have become the premier artifacts (i.e., those directly observable aspects of corporate culture, including both things and written procedures) of the industry's safety culture. The shared assumptions, values, and communication processes of the industry determine how the artifacts of operating rules are constructed, interpreted, and compiled with. The report is intended to demonstrate the usefulness of the safety culture concept in the analysis and prevention of accidents in the railroad industry from the perspective of middle management. KW - Compliance KW - Corporations KW - Focus groups KW - Industry structure KW - Operating rules KW - Procedures KW - Productivity KW - Regulations KW - Safety UR - http://www.fra.dot.gov/Elib/Document/2775 UR - http://ntl.bts.gov/lib/13000/13000/13055/ord9909.pdf UR - http://ntl.bts.gov/lib/16000/16100/16196/PB2000102932.pdf UR - https://trid.trb.org/view/648375 ER - TY - RPRT AN - 00784274 AU - Davis, K AU - Strickland, W AU - Sherrock, E AU - Ensco, Incorporated AU - Federal Railroad Administration AU - Department of Energy AU - CSX Transportation TI - EVALUATION OF A TOP-OF-RAIL LUBRICATION SYSTEM PY - 1999/08 SP - 128 p. AB - This report documents the testing of a top of the rail lubricant applied in computer-controlled quantities. The report describes the test criteria used to evaluate the performance of the top of the rail lubricating system, the instrumentation used, the test locations, and the track conditions. Results are presented from tests conducted on CSXT's Stileboro's 90 car coal trains. The significance of the results is discussed. Conclusions and recommendations are presented. KW - Performance tests KW - Rail lubrication KW - Railroad tracks KW - Test procedures UR - http://www.worldcat.org/title/evaluation-of-a-top-of-rail-lubrication-system/oclc/56908842 UR - http://ntl.bts.gov/lib/13000/13000/13046/ord9913.pdf UR - http://ntl.bts.gov/lib/15000/15800/15824/PB2000101117.pdf UR - https://trid.trb.org/view/636877 ER - TY - RPRT AN - 00789537 AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - IMPROVING RAILROAD SAFETY AND RAIL PASSENGER TECHNOLOGY THROUGH TARGETED RESEARCH DEMONSTRATIONS: 1992-1997 PY - 1999/08 SP - 165 p. AB - The Office of Railroad Development of the Federal Railroad Administration conducts research, development, test, and evaluation projects to directly support the Federal Railroad Administrations safety responsibility and to enhance the railroad system, as a significant national transportation resource. This report summarizes the Office of Railroad Development activities from 1992-1997. A report published in 1992 covered the years 1998-1991. This report does not include all the Office of Railroad Development activities undertaken; instead, it is representative of the work performed. Major projects were undertaken in conjunction wit the railroad industry. Where required by the Federal Railroad Administrations public safety responsibility, the work was performed independently. The Office of Railroad Development has relied on cooperative and coordinated programs with other research organizations, other Government agencies, industry associations, individual railroads, and industry suppliers. Organizations participating in cooperative research include the Association of American Railroads; Railway Progress Institute; American Railway Engineering and Maintenance-of-Way Association; Brotherhood of Locomotive Engineers; United Transportation Union; individual U.S. railroads and their suppliers; and the Canadian Government and railroads. KW - Development KW - High speed rail KW - Locomotive engineers KW - Locomotives KW - Operations KW - Passenger traffic KW - Rail (Railroads) KW - Rail transit KW - Regulations KW - Research KW - Safety KW - Technology KW - Track components KW - Train track dynamics KW - Transportation safety UR - http://ntl.bts.gov/lib/42000/42700/42733/ord9902.pdf UR - https://trid.trb.org/view/647870 ER - TY - RPRT AN - 00783610 AU - Federal Railroad Administration TI - RAILROAD SAFETY STATISTICS ANNUAL REPORT 1998 PY - 1999/07 SP - v.p. AB - The Federal Railroad Administration (FRA) has established an ultimate goal of "Zero Tolerance" for railroad-related accidents, injuries and fatalities. This book is intended as a resource for the FRA's safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 1998. This edition of the book compiles previous safety bulletins prepared by the FRA. These include: the Accident/Incident Bulletin; the Highway-Rail Crossing Accident/Incident and Inventory Bulletin; and the Trespasser Bulletin. The consolidation of accident/incident statistics previously contained in other publications provides the reader with a single source for a comprehensive overview of railroad safety. KW - Fatalities KW - Incident management KW - Injuries KW - Railroad crashes KW - Railroad safety KW - Statistics KW - Tables (Data) KW - U.S. Federal Railroad Administration UR - http://safetydata.fra.dot.gov/OfficeofSafety/publicsite/Publications.aspx UR - https://trid.trb.org/view/638027 ER - TY - RPRT AN - 00782223 AU - Wang, B AU - Zheng, T AU - Wu, S AU - Chiang, F P AU - Volpe National Transportation Systems Center AU - State University of New York, Stony Brook AU - Federal Railroad Administration TI - EXPERIMENTAL 3-D RESIDUAL STRESS MEASUREMENT IN RAILS WITH THERMAL ANNEALING PY - 1999/07 SP - 172 p. AB - This report describes a novel method to determine residual stresses in railroad rails. The method uses thermal annealing to relieve the internal stresses in rail slices while advanced techniques are applied to measure the deformations associated with the stress relief. Numerical engineering methods are then used to reconstruct the entire three-dimensional residual stress field from the deformation measurements. This method was applied to rail sections from five different grinding conditions. The rails were obtained from rail grinding experiments performed at the Transportation Technology Center. KW - Annealing KW - Deformation KW - Rail grinding KW - Residual stress KW - Stress relieving KW - Train track dynamics UR - http://ntl.bts.gov/lib/15000/15700/15779/PB2000100810.pdf UR - https://trid.trb.org/view/636111 ER - TY - RPRT AN - 00770777 AU - Gertler, J AU - Reinach, S AU - Kuehn, G AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - NON-ACCIDENT RELEASE OF HAZMAT FROM RAILROAD TANK CARS: TRAINING ISSUES PY - 1999/07 SP - 85 p. AB - This report presents the results of a study to determine the extent to which written materials used on training railroad hazmat loaders are consistent with reading skills of the trainees. Data from four case study sites was used to conduct the analysis. Each site trains employees to load hazardous materials into railroad tank cars. The reading level of the trainees was assessed through selfreporting of years of education completed and through the administration of a verbal skills aptitude test. The Fry Readability Index was used to determine the reading level of the written training materials from each site. Each program had some degree of incompatibility between the reading level of the materials and the skills of the trainees. Suggestions are offered for individual companies that want to examine their programs for possible incompatibility. In addition to presenting the results of this analysis, the report contains guidelines and best practices for this type of training. An appendix contains guidelines for preparing written materials for adults with limited reading skills. KW - Education and training KW - Guides to information KW - Hazardous materials KW - Tank cars KW - Training UR - http://www.hsdl.org/?view&did=15756 UR - http://ntl.bts.gov/lib/13000/13000/13057/ord9905.pdf UR - http://ntl.bts.gov/lib/15000/15800/15823/PB2000101116.pdf UR - https://trid.trb.org/view/488271 ER - TY - SER AN - 01159334 JO - Research Results PB - Federal Railroad Administration AU - Stewart, Monique F AU - Federal Railroad Administration TI - Residual Stresses in Railroad Commuter Car Wheels PY - 1999/04 SP - 4p AB - In the early 1990s, several railroads in the northeast experienced widespread cracking in the wheels of their commuter car fleets. Severe heating of the wheel rim during tread braking was believed to be a contributing factor. FRA initiated a research program to identify the cause(s) and establish remedial actions. This Research Result highlights some of the analysis performed in support of that effort. Figure 1 illustrates the results of a series of calculations designed to estimate the state of residual stress in railroad commuter car wheels. Predictions of residual stresses in the wheel following manufacture are shown in Figure 1a. This is the stress state in the wheel following forming, re-austentitizing, rim-quenching and annealing. This condition is modified by contact and thermal loads when the wheel is placed in service. Figure 1b shows model predictions of the effect of the imposition of these service loads. Notice that the wheel rim is in residual compression when the wheel is new. After simulated service, the region in the center of the tread has reversed to tension. This condition can lead to the formation and growth of fatigue cracks (“thermal cracks”) in the rim which can ultimately lead to premature failure of wheels in service. KW - Car wheels (Railroads) KW - Contact stresses KW - Fatigue cracking KW - Railroad commuter service KW - Residual stress KW - Thermal stresses KW - Wheel rims UR - http://www.fra.dot.gov/Elib/Document/2165 UR - https://trid.trb.org/view/919096 ER - TY - RPRT AN - 00932378 AU - Orringer, O AU - Tang, Y H AU - Jeong, D Y AU - Perlman, A B AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - RISK/BENEFIT ASSESSMENT OF DELAYED ACTION CONCEPT FOR RAIL INSPECTION PY - 1999/04 SP - 66 p. AB - A Monte Carlo simulation of certain aspects of rail inspection is presented. The simulation is used to investigate alternative practices in railroad rail inspection programs. Results are presented to compare the present practice of immediately repairing every detected defect with an alternative practice under which repair can be delayed for defects not exceeding a specified size. The sensitivities of inspection vehicle utilization and rail failure rate to variations of inspection frequency, repair gang capacity, and traffic tonnage are presented. A risk/benefit assessment of delayed action, relative to present practice, is developed and carried out to compare the risk of rail failure due to incorrect classification of defect size with the benefit of rail failure prevention due to increased opportunity to detect large defects. KW - Benefits KW - Defects KW - Delayed action concept KW - Failure KW - Inspection KW - Monte Carlo method KW - Prevention KW - Rail (Railroads) KW - Repairing KW - Risk assessment KW - Simulation KW - Size UR - http://ntl.bts.gov/lib/13000/13000/13058/ord9903.pdf UR - http://ntl.bts.gov/lib/18000/18900/18906/PB2002102809.pdf UR - https://trid.trb.org/view/724450 ER - TY - RPRT AN - 00798559 AU - Harding, J AU - Pollard, J K AU - Katz-Rhoads, L AU - Mengert, P AU - Disario, R AU - Sussman, E D AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - PASSENGER ACCEPTANCE OF ALIGNMENTS WITH FREQUENT CURVES IN MAGLEV OR OTHER VERY-HIGH-SPEED GROUND SYSTEMS PY - 1999/03 SP - 103 p. AB - This study explored comfort and motion-sickness effects of Maglev travel in corridors characterized by frequent curves. A procedure was developed for estimating the propensity of a given set of ride motions to induce motion sickness, generating a number called the Motion Sickness Dosage Value (MSDV), from which the proportion of passengers who will experience nausea could be estimated. The only means of simulating trips with realistic accelerations at reasonable cost was through the use of an airplane. An experimental apparatus was constructed that simulated a Maglev system traveling through representative portions of the proposed New York State route at average speeds that ranged from 320 kph to 400 kph (200-250 mph). In two preliminary tests, participants were exposed to two intervals of flying with relatively high bank angle limits consistent with making the 277-km (172-mi) trip in approximately 38 minutes. More than half the participants began feeling queasy at these higher limits. The final experiment specified nine flights with 14 participants. Limits for bank angle were 14 deg, 21 deg, and 28 deg, while those for roll rate were 4 deg/sec, 6 deg/sec, and 8 deg/sec. Results produced no evidence that more than a small percentage of Maglev passengers would experience kinetosis on routes confined to the boundaries of existing highway rights-of-way. While the vertical accelerations experienced by participants were generally greater than those that would be experienced by Maglev passengers, the majority found the plane ride comfortable and felt no motion sickness. However, 23% felt slightly queasy at some time, 8% felt intermittently nauseous, and two passengers vomited. Cumulative dosage and duration of exposure showed significant correlation with motion-sickness ratings. KW - Acceleration (Mechanics) KW - Airplanes KW - Alignment KW - Bank angles KW - Curves (Geometry) KW - Dosage KW - Experiments KW - High speed ground transportation KW - Human factors engineering KW - Magnetic levitation KW - Magnetic levitation vehicles KW - Motion sickness KW - Passenger comfort KW - Roll rates KW - Simulation KW - Time duration UR - http://ntl.bts.gov/lib/22000/22500/22577/pm9901.pdf UR - http://ntl.bts.gov/lib/33000/33600/33670/33670.pdf UR - https://trid.trb.org/view/655343 ER - TY - RPRT AN - 00763514 AU - Peacock, R D AU - Braun, E AU - National Institute of Standards and Technology AU - Federal Railroad Administration TI - FIRE SAFETY OF PASSENGER TRAINS, PHASE 1. MATERIAL EVALUATION (CONE CALORIMETER) PY - 1999/03 SP - 208 p. AB - This document presents the Phase I results of the program which focused on the evaluation of passenger rail car interior materials using Cone Calorimeter test data. A summary of U.S. transportation agency requirements for various types of vehicles is also provided. An update of U.S. and European passenger train fire pereformance requirements and related research is included. KW - Fire resistant materials KW - Interior design KW - Materials selection KW - Passenger trains KW - Performance evaluations KW - Railroad cars UR - http://www.fire.nist.gov/fire/trains/IR6132.pdf UR - http://ntl.bts.gov/lib/13000/13100/13124/ord9901.pdf UR - http://ntl.bts.gov/lib/21000/21700/21705/PB99134801.pdf UR - https://trid.trb.org/view/497343 ER - TY - RPRT AN - 00765544 AU - Czarnek, R AU - Concurrent Technologies Corporation AU - Federal Railroad Administration TI - EXPERIMENTAL DETERMINATION OF RELEASE FIELDS IN CUT RAILROAD CAR WHEELS PY - 1999/02 SP - 400 p. AB - A new approach to the measurement of residual stresses in railroad wheels is investigated using a saw cut method of releasing stresses in the structure. High-sensitivity moire interferometry combined with Michelson interferometry provides full-field information about the distribution of displacements around a saw cut notch on both flat surfaces of the rim of a wheel. The precision of the measurements is better than 100 nm. Additional discrete gages provide information about the absolute displacements of the points on the rim with respect to the center of the wheel and strains in selected locations. KW - Interferometers KW - Notching (Cutting) KW - Railroad cars KW - Residual stress KW - Strain gages KW - Wheels UR - http://ntl.bts.gov/lib/21000/21700/21760/PB99140121.pdf UR - https://trid.trb.org/view/502171 ER - TY - RPRT AN - 00765984 AU - Carroll, A A AU - Multer, J AU - Williams, D AU - Yaffee, M A AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - FREIGHT CAR REFLECTORIZATION PY - 1999/01 SP - 190 p. AB - Collisions at highway-railroad grade crossings have posed a significant safety problem. To reduce the number of these collisions at highway-railroad grade crossings where train visibility is a contributing factor, the Federal Railroad Administration (FRA) is investigating measures to enhance the visibility of trains with the use of retroreflectors on freight cars. A four-phase research program was conducted to determine the feasibility of reflectorization as a train conspicuity device. A literature review provided past and current transportation experiences on the use of retroreflectors. A demonstration test was conducted to establish the durability of a newly developed (microprismatic) material, and to create a retroreflective pattern to test for the next phase of research. A nationwide in-service test was conducted to measure the microprismatic retroreflectors' performance, accident reduction potential, and costs. A human factors test was conducted to evaluate the detectability and recognition of several retroreflective designs. Results from this research indicate that a uniform, recognizable pattern of reflectorized material can facilitate recognition of a freight car. The durability of the microprismatic material tested indicates that adequate intensity levels can be sustained up to 10 years with maintenance. KW - Costs KW - Crashes KW - Demonstration projects KW - Durability KW - Feasibility analysis KW - Field tests KW - Freight cars KW - Human factors KW - Literature reviews KW - Prevention KW - Railroad cars KW - Railroad grade crossings KW - Reflectorized materials KW - Retroreflectors KW - Safety KW - Visibility UR - http://ntl.bts.gov/lib/15000/15500/15593/PB2000100106.pdf UR - http://ntl.bts.gov/lib/42000/42700/42729/ord9811.pdf UR - https://trid.trb.org/view/502445 ER - TY - RPRT AN - 00797511 AU - Rapoza, A S AU - Raslear, T G AU - Rickley, E J AU - Research and Special Programs Administration AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center TI - RAILROAD HORN SYSTEMS RESEARCH PY - 1999 SP - 124 p. AB - The U.S. Department of Transportation, Research and Special Programs Administration, Volpe National Transportation Systems Center, in support of the Federal Railroad Administration is conducting a research program with the goal of reducing the number of fatalities and injuries at highway-railroad grade crossings. As part of this program, a study is being conducted to determine the effectiveness of railroad horn systems in reducing accidents at grade crossings. An earlier report in the series, Study of the Acoustic Characteristics of Railroad Horn Systems, presented acoustic characteristics of several types of railroad horn systems. This report addresses the effectiveness of railroad horn systems and their resulting impact on the community noise environment. The insertion loss and interior noise levels of several motor vehicles were measured to determine if the warning signals created by railroad horn systems provide effective warning for the motorist. Acoustic data were also obtained for a horn system through wayside measurements of in-service locomotives to determine the community noise exposure. Also addressed is the distance from the crossing at which the signaling cycle should be actuated to minimize the community noise exposure. KW - Audible warning devices KW - Crash rates KW - Detection and identification KW - Horns KW - Noise control KW - Noise sources KW - Railroad grade crossings KW - Warning signals UR - http://ntl.bts.gov/lib/13000/13000/13054/ord9910.pdf UR - http://ntl.bts.gov/lib/15000/15600/15673/PB2000100266.pdf UR - http://ntl.bts.gov/lib/33000/33600/33671/33671.pdf UR - http://ntl.bts.gov/lib/33000/33600/33671/33671.pdf UR - https://trid.trb.org/view/654982 ER - TY - RPRT AN - 00782286 AU - Federal Railroad Administration TI - SUGGESTIONS FOR EFFECTIVE RAILROAD TANK CAR LOADING/UNLOADING TRAINING PROGRAMS: COMPATIBILITY OF TRAINING MATERIALS AND TRAINEE READING SKILLS PY - 1999 SP - 4 p. AB - Proper training is an important factor in preventing non-accident release (NAR) of hazardous materials from railroad tank cars. The effectiveness of a training program can be compromised if the written materials used in the program are not consistent with the reading skills of the trainees. A recent FRA-sponsored study found some level of inconsistency between the reading skills of the trainees and the instructional materials used at four chemical companies. Some substances are so hazardous, and the potential consequence of a serious NAR is so great, that chemical companies should consider assessing their programs and making any necessary modifications to their training materials. This document provides guidance to chemical companies wanting to review and improve their written training materials. KW - Abilities KW - Chemicals KW - Comprehension KW - Hazardous materials KW - Railroad cars KW - Reading KW - Tank cars KW - Training UR - https://trid.trb.org/view/636171 ER - TY - RPRT AN - 00782285 AU - Federal Railroad Administration TI - SUGGESTIONS FOR EFFECTIVE RAILROAD TANK CAR LOADING/UNLOADING TRAINING PROGRAMS: INSTRUCTIONAL METHODS PY - 1999 SP - 7 p. AB - Non-accident release (NAR) of hazardous materials from railroad tank cars is a source of concern for chemical manufacturers, railroads and the Federal Railroad Administration. An effective training program for individuals responsible for loading/unloading the substances from railroad tank cars helps to minimize the risk of an NAR. This document offers guidelines for the preparation, format, and organization of instruction for hazardous material loading/unloading training. Anyone involved in the design and delivery of training to employees with this responsibility should find these guidelines helpful. KW - Employees KW - Hazardous materials KW - Loading and unloading KW - Railroad cars KW - Tank cars KW - Training UR - https://trid.trb.org/view/636170 ER - TY - RPRT AN - 00763473 AU - Federal Railroad Administration TI - ANNUAL REPORT ON NEW STARTS PROPOSED ALLOCATIONS OF FUNDS FOR FISCAL YEAR 2000: REPORT OF THE SECRETARY OF TRANSPORTATION TO THE UNITED STATES CONGRESS PURSUANT TO 49 U.S.C. 5309(O)(1) PY - 1999 SP - 486 p. AB - This Annual Report on New Starts sets forth the U.S. Department of Transportation's recommendations to Congress for the Allocations of funds to be made available for construction of new fixed guideway systems and extensions to existing systems (major capital investments or new starts) in the amount of $980.40 million. 25 projects are recommended for funding in FY 2000; of these, 14 have existing federal funding commitments under Full Funding Grant Agreements (FFGA), 7 are expected to be ready to negotiate FFGAs by the end of FY 2000, and four are nearing the final stages of preliminary engineering. The main text introduces the Transportation Equity Act for the 21st Century (TEA-21), including important provisions incorporated in the FTA New Starts Program; discusses principles for allocation of funds; discusses planning and project development process, details specific funding recommendations by project; and provides background information for both projects and the FTA program. KW - Annual reports KW - Automated guideway transit KW - Capital expenditures KW - Construction KW - Financing KW - Full funding grant agreements KW - Guideways KW - Intelligent transportation systems KW - New Starts Program KW - Project management KW - Transportation Equity Act for the 21st Century UR - http://ntl.bts.gov/lib/7000/7600/7625/index.html UR - https://trid.trb.org/view/497337 ER - TY - RPRT AN - 00932369 AU - Jeong, D Y AU - Tang, Y H AU - Orringer, O AU - Volpe National Transportation Systems Center AU - Tufts University AU - Federal Railroad Administration TI - ESTIMATION OF RAIL WEAR LIMITS BASED ON RAIL STRENGTH INVESTIGATIONS PY - 1998/12 SP - 44 p. AB - This report describes analyses performed to estimate limits on rail wear based on strength investigations. Two different failure modes are considered in this report: (1) permanent plastic bending, and (1) rail fracture. Rail bending stresses are calculated using the classical theory of beams on elastic foundation. The effect of wear is modeled as a geometric change of the rail section due to loss of material from wear. Two different wear patterns are examined: (1) vertical rail-head height loss, and (2) gage-face wear from the side of the rail (referred to as gage-face side wear). An elementary plastic-collapse criterion is used to estimate wear limits based on failure by means of rail bending. An approximate method that was previously developed to analyze the growth of internal transverse defects is also applied to estimate wear limits on the basis of fracture strength. These analyses reveal that rail-wear limits estimated with the fracture-mechanics approach are more restrictive (i.e., conservative) than those based on the plastic-bending approach. Therefore, for safe operations on railroad tracks, allowable rail-wear limits should be estimated on the basis of fracture strength. KW - Bending KW - Estimating KW - Failure KW - Fracture mechanics KW - Head height loss (Railroad tracks) KW - Permanent plastic bending KW - Railroad tracks KW - Strength of materials KW - Stresses KW - Wear UR - http://ntl.bts.gov/lib/13000/13100/13159/ord9807.pdf UR - http://ntl.bts.gov/lib/18000/18700/18741/PB2002101744.pdf UR - https://trid.trb.org/view/724440 ER - TY - RPRT AN - 00797544 AU - Stone, D AU - Garcia, G AU - Burnett, S AU - Association of American Railroads AU - Federal Railroad Administration TI - RAILROAD WHEEL RESIDUAL STRESS DETECTION PROGRAM. AN EVALUATION OF RESIDUAL STRESS IN CAST STEEL RAILROAD WHEELS USING ELECTROMAGNETIC ACOUSTIC TRANSDUCERS (EMATS) PY - 1998/12 AB - A nondestructive testing (NDT) method to determine the residual stress in the rims of cast steel railroad wheels has been evaluated by the Association of American Railroads (AAR). The National Institute of Standards and Technology (NIST) has developed an ultrasonic system which uses electromagnetic acoustic transducers (EMATs) to determine the residual stress in cast steel railroad wheels. The system is designed to induce polarized shear waves into the rim of the wheel and measures the thickness averaged stress from the return sound signal. A similar ultrasonic system is commercially available in Europe and uses conventional piezoelectric transducers to measure the thickness averaged stress in rail and forged railroad wheels. These two ultrasonic systems were used during this project and the ultrasonic data obtained by the systems have been evaluated in this report. KW - Electromagnetic fields KW - Finite element method KW - Nondestructive tests KW - Piezoelectric transducers KW - Railroad tracks KW - Residual stress KW - Train track dynamics KW - Transducers UR - http://ntl.bts.gov/lib/17000/17000/17091/PB2000107895.pdf UR - http://ntl.bts.gov/lib/17000/17000/17091/PB2000107895.pdf UR - https://trid.trb.org/view/655496 ER - TY - RPRT AN - 00782224 AU - Jeong, D Y AU - Tang, Y H AU - Orringer, O AU - Periman, A B AU - Volpe National Transportation Systems Center AU - Tufts University AU - Federal Railroad Administration TI - PROPAGATION ANALYSIS OF TRANSVERSE DEFECTS ORIGINATING AT THE LOWER GAGE CORNER OF RAIL PY - 1998/12 SP - 72 p. AB - This report describes analyses performed to examine the growth rate of a particular transverse defect that forms in the rail head. The most common transverse defect found in rail, known as the detail fracture, has been studied in previous work. The present analyses focus on another internal transverse defect which originates at the lower gage corner of the rail head and has not been examined previously. This defect has been provisionally named 'reversed detail fracture' because its origin is in the lower gage corner rather than the upper gage corner where detail fractures have been known to occur. The growth rate of reverse detail fractures is examined by modifying a model previously developed to analyze detail fractures. These modifications and other details of the analyses are described in this report. KW - Defects KW - Fracture tests KW - Rail (Railroads) KW - Transverse cracking UR - http://ntl.bts.gov/lib/13000/13100/13175/ord9806.pdf UR - http://ntl.bts.gov/lib/15000/15700/15735/PB2000100437.pdf UR - https://trid.trb.org/view/636112 ER - TY - RPRT AN - 00806994 AU - Reinach, S AU - Gertler, J AU - Kuehn, G AU - Foster-Miller Associates, Incorporated AU - Federal Railroad Administration TI - TRAINING REQUIREMENTS FOR RAILROAD DISPATCHERS: OBJECTIVES, SYLLABI AND TEST DESIGNS PY - 1998/11 SP - 158 p. AB - This report presents the results of a study to develop railroad dispatcher training objectives, syllabi for three types of training programs and test designs for the three programs. Information about current railroad dispatching methods and training programs, assembled through site visits and interviews with railroad training officials, provided the basis for developing the training objectives, syllabi and test designs using instructional design methodologies. The dispatcher's job functions along with basic prerequisites formed the basis for the training objectives; each training objective consists of an instructional objective and associated performance objectives. The objectives were designed to be broadly applicable to all types of railroads, regardless of size, type of service or dispatching technology. Syllabi for three types of training (initial dispatcher training, initial territory training and periodic refresher training) were based on the training objectives. Test designs for trainee evaluation upon completion of each of the three training programs were also prepared. The types of test items in each test design reflect the complexity of the learning outcome from each objective. The report concludes with some observations regarding factors that appear to contribute to successful dispatcher training programs and recommendations for additional research. Appendices contain resource materials for railroad training officials. KW - Ability tests KW - Curricula KW - Dispatchers KW - Learning KW - Personnel performance KW - Railroads KW - Training UR - http://ntl.bts.gov/lib/10000/10300/10376/ord9808.pdf UR - http://ntl.bts.gov/lib/10000/10300/10376/ord9808.pdf UR - http://ntl.bts.gov/lib/33000/33600/33664/33664.pdf UR - https://trid.trb.org/view/672928 ER - TY - RPRT AN - 00794341 AU - Carlson, F AU - Association of American Railroads AU - Federal Railroad Administration TI - SAFETY EVALUATION OF TSM PROTOTYPE ELECTRONICALLY CONTROLLED PNEUMATIC TRAIN BRAKE SYSTEM ON BRAKE RACK PY - 1998/11 SP - 37 p. AB - Performance standards for Electronically Controlled Pneumatic (ECP) freight brake systems for use on the North American railroads are being developed by working groups composed of personnel from the railroad industry, the railroad supply industry, and AAR technical staff. Draft specifications (S-4200) have been developed covering system performance, head-end power, communications, connections, and cable. The performance specification is titled "Performance Requirements for Testing Electrically Controlled Pneumatic (ECP) Cable-Based Freight Brake Systems" and designated S-4200 (an equivalent process is under way to develop performance requirements for radio based ECP under S-4300). This specification is still under development, and a Failure Modes, Effects and Criticality Analysis (FMECA) remains to be made on the final version. Upon completion of this set of tests, it was determined that the TSM ECP brake equipment was suitable for installation on the FAST train. KW - Acoustic equipment KW - Brakes KW - Braking performance KW - Electromagnetic devices KW - Electronic control KW - Finite element method KW - Freight trains KW - Nondestructive tests KW - North America KW - Piezoelectric transducers KW - Pneumatic equipment KW - Transducers UR - http://ntl.bts.gov/lib/42000/42700/42741/ord9908.pdf UR - https://trid.trb.org/view/653836 ER - TY - RPRT AN - 00762084 AU - Multer, J AU - Rudich, R AU - Yearwood, K AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - HUMAN FACTORS GUIDELINES FOR LOCOMOTIVE CABS PY - 1998/11 SP - 236 p. AB - This document presents human factors' guidelines for the evaluation of the locomotive cab. These guidelines are part of an effort to evaluate working conditions and safety in the locomotive cab. The guidelines will serve as a decision-making tool for evaluating current and proposed locomotive designs and in particular Association of American Railroads (AAR) standards for defining industry requirements in cab design. The human factors concerns addressed by these guidelines can be divided into two themes: working conditions and information technology. Chapters within the guidelines address the following topics: heating, ventilation, air conditioning, noise, vibration, toilet facilities, general considerations for cab layout, ingress and egress, visibility, seating and workstation design. Workstation design includes both hardware and software issues. Within each chapter, human factors considerations are presented within the context of relevant operational issues and specific recommendations are offered. KW - Cabs (Vehicle compartments) KW - Design standards KW - Human factors KW - Information technology KW - Locomotives KW - Vehicle design KW - Working conditions UR - http://ntl.bts.gov/lib/13000/13100/13176/ord9803.pdf UR - http://ntl.bts.gov/lib/42000/42700/42711/ord9803.pdf UR - https://trid.trb.org/view/496851 ER - TY - RPRT AN - 01054007 AU - Federal Railroad Administration TI - Railroad Safety Statistics Annual Report 1997 PY - 1998/09//Annual Report SP - v.p. AB - The Federal Railroad Administration (FRA) has established an ultimate goal of “Zero Tolerance” for railroad-related accidents, injuries and fatalities. In pursuit of that goal, significant progress has been made, particularly over the past five years, in reducing the number of train collisions, derailments, highway-rail grade crossing incidents, and injuries to railroad workers. Central to the success of this rail safety effort is the ability to understand the nature of rail-related accidents and to analyze trends in railroad safety. This annual report is intended as a resource for the FRA’s safety partners. It is also intended as a general reference source for individuals and organizations with an interest in rail safety issues. Statistical data, tables and charts are provided to depict the nature and cause of many rail-related accidents and incidents that occurred in 1997. Furthermore, selected historical data is included to provide a baseline for understanding the railroad industry’s improving safety performance. KW - Annual reports KW - Crash causes KW - Derailments KW - Employees KW - Fatalities KW - History KW - Injuries KW - Railroad crashes KW - Railroad grade crossings KW - Railroad incidents KW - Railroad safety KW - Statistics KW - Trend (Statistics) UR - http://safetydata.fra.dot.gov/officeofsafety/publicsite/bulletin.aspx UR - https://trid.trb.org/view/813068 ER - TY - RPRT AN - 00762085 AU - Zahoor, A AU - HICHO, G E AU - National Institute of Standards and Technology AU - Federal Railroad Administration TI - MATERIALS AND FRACTURE MECHANICS ASSESSMENTS OF RAILROAD TANK CARS PY - 1998/09 SP - 126 p. AB - This report presents a review of fracture mechanics assessments and the mechanical fracture toughness data for four steels used in the manufacture of railroad tank cars that carry hazardous materials. Thirteen reports developed between 1975 and 1995 by the National Institute of Standards and Technology (NIST) and Association of American Railroads (AAR) were reviewed. KW - Fracture mechanics KW - Hazardous materials KW - Materials selection KW - Mechanical properties KW - Railroad cars by type KW - Tank cars KW - Toughness UR - https://trid.trb.org/view/496852 ER - TY - RPRT AN - 00757665 AU - Federal Railroad Administration TI - INNOVATIVE FINANCING TECHNIQUES FOR AMERICA'S TRANSIT SYSTEMS PY - 1998/09 SP - 110 p. AB - Transit systems are encouraged to review the innovative financing mechanisms documented in this handbook of the latest innovative financing techniques that transit systems can use in managing their capital and operating programs. The handbook includes a summary of FTA's experience with implementing the Innovative Financing Initiative, a brief history of how innovative financing in transit has grown as a concept, and examples of some of the most widely used financing techniques to date, as well as the issues that transit operators should consider when applying these techniques to their operations. The innovative techniques covered in this report include: certificates of participation and lease-backed bonds; cross-border and domestic leases; turnkey; and state infrastructure banks. The handbook concludes with brief descriptions of the new financial transactions that were underway at the time of its preparation. A Japanese leveraged lease sample terms sheet is documented in Appendix A. The overall transaction structure and risk allocation framework of a cross-border lease is set forth. Appendix B graphically portrays the relationship between joint development and livable communities. KW - Bonds KW - Capital KW - Financing KW - Financing plans KW - Financing techniques KW - Handbooks KW - Infrastructure KW - Innovation KW - Leasing KW - Operating costs KW - Planning KW - Procurement KW - Risk assessment KW - Turnkey systems UR - http://ntl.bts.gov/lib/21000/21300/21388/PB99114522.pdf UR - https://trid.trb.org/view/538273 ER - TY - RPRT AN - 01358910 AU - Connolly, Mark P AU - Lyman, James AU - Cyltek, Inc. AU - Federal Railroad Administration TI - Improved Source Location Using Sensor Arrays PY - 1998/06//Final Report SP - 48p AB - The purpose of this research was to develop a sensor array capable of identifying the location of acoustic sources. The sensor array was constructed from a polymer known as PVDF. The array was created using an etching technique similar to that used for printed circuit boards. An amplifier was designed and built for this array. A microprocessor controlled digital logic board was built that was capable of analyzing the output from up to 16 pre-amplifiers. The logic board was capable of analyzing the output from a 4 by 4 sensor array as an acoustic wave traversed the sensor elements. A number of trials with the sensor-array and associated electronics showed that it was capable of identifying the direction of a number of sources. KW - Acoustic emission tests KW - Inspection KW - Location KW - Sensors KW - Sources KW - Tank cars UR - http://www.sbir.gov/sbirsearch/detail/140194 UR - https://trid.trb.org/view/1124367 ER - TY - RPRT AN - 01325141 AU - Crowe, K E AU - Raj, P K AU - Technology and Management Systems, Incorporated AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Analyses of Rail Chill Effect PY - 1998/06//Final Report SP - 60p AB - The principles of heat transfer are applied to analyze the so-called "rail chill" effect, which refers to heat loss by conduction from a hot rail vehicle wheel through the contact area into a cold rail, the wheel having been heated by friction braking. A difference of more than a factor of two is demonstrated between chill effectiveness based on instantaneous heat generation and transfer rates, and the total heat lost to the rail, as a percentage of the total heat generated over a specific period of time, in transit situations such as stop braking. KW - Braking KW - Cold weather KW - Heat transfer KW - Light rail vehicles KW - Railroad tracks KW - Railroad transportation KW - Rolling contact UR - http://ntl.bts.gov/lib/35000/35000/35037/DOT-VNTSC-FRA-96-8.pdf UR - http://ntl.bts.gov/lib/35000/35000/35037/DOT-VNTSC-FRA-96-8.pdf UR - https://trid.trb.org/view/1086080 ER - TY - RPRT AN - 01010730 AU - Federal Railroad Administration TI - Safety Compliance Oversight Plan for Rail Transportation of High Level Radioactive Waste and Spent Nuclear Fuel. Enduring the Safe, Routine Rail Transportation of Foreign Research Reactor Spent Nuclear Fuel PY - 1998/06 SP - 38p AB - The Federal Railroad Administration (FRA) has regulatory oversight for the safety of railroad operations within the United States. Ranking at the top of FRA's priorities is the safety of rail shipments involving Spent Nuclear Fuel (SNF) and high level radioactive waste (HLRW). These materials have been transported safely by rail in the U.S. for more than 40 years. In the mid 1980s, partly as a result of the rail shipment from the Three Mile Island Nuclear Power Plant, FRA implemented its High Level Nuclear Waste Rail Transportation Inspection Policy for all known rail shipments of SNF and HLRW. Under FRA's inspection policy, there has never been a rail accident or incident involving the transportation of SNF or HLRW that has resulted in a release of the material from the packaging. Furthermore, there has never been a single death or injury resulting from a rail shipment of radioactive material. Nevertheless, past rail shipping campaigns have shown that the nature of the potential hazards associated with radioactive materials elicits a high degree of public awareness and concern regarding the safety and integrity of SNF and HLRW shipments by rail. KW - Hazardous materials KW - Oversight KW - Radioactive wastes KW - Railroad transportation KW - Safety KW - Spent reactor fuels UR - https://trid.trb.org/view/763313 ER - TY - RPRT AN - 00797512 AU - Multer, J AU - Rapoza, A AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - FIELD EVALUATION OF A WAYSIDE HORN AT A HIGHWAY-RAILROAD GRADE CROSSING PY - 1998/06 SP - 112 p. AB - The current study represents one of several efforts by the Federal Railroad Administration to evaluate the effectiveness of auditory warnings designed to promote awareness of approaching trains. A stationary horn (or wayside horn) located at the grade crossing was evaluated to learn whether it would reduce community noise impact without adversely affecting motorist safety, compared to a train horn. This report documents the results of two surveys comparing the community noise impact of a wayside horn to a train horn and an analysis of motorist behavior at the grade crossing. Acoustic data were also collected to describe the sound characteristics of each warning signal. The wayside horn tested was considerably less annoying to the community than the train horn. The lower sound level of the wayside horn compared to the train horn was a significant factor in explaining why it was perceived as less annoying than the train horn. In the safety evaluation, the wayside horn did not result in behavior that put the driver at increased accident risk compared to the train horn. Implementation issues that will impact safety and community noise were also identified. These issues included activation method, hardware design and standardization. KW - Audible warning devices KW - Field tests KW - Horns KW - Noise sources KW - Railroad grade crossings KW - Risk assessment KW - Safety KW - Safety factors KW - Warning signals UR - http://ntl.bts.gov/lib/21000/21400/21414/PB99116758.pdf UR - http://ntl.bts.gov/lib/9000/9100/9110/ord9804.pdf UR - https://trid.trb.org/view/654983 ER - TY - RPRT AN - 00783611 AU - Federal Railroad Administration TI - MODEL LEGISLATION FOR RAILROAD TRESPASS AND RAILROAD VANDALISM PY - 1998/04 SP - 63 p. AB - By 1994, the Nation had experienced four consecutive years in which more than 1,000 people were either killed or seriously injured while trespassing on railroad property other than at railroad highway crossings. In 1995, 494 people were killed and 461 people were seriously injured while trespassing on railroad property other than at rail-highway grade crossings. According to preliminary figures, in the first six months of 1996, the Nation has experienced a 30% reduction in the number of rail-highway grade crossing injuries and fatalities, and fatalities and injuries among trespassers other than at rail-highway grade crossings are down 6.7% and 17% respectively, when compared to the same period in 1995. As part of the continuing effort to reduce the number of injuries and fatalities occurring while trespassing on railroad property, the Department of Transportation's Rail-Highway Crossing Safety Action Plan includes initiatives to develop model railroad trespass and vandalism legislation for consideration by State legislatures. Congress affirmed the validity of these initiatives by passing the Federal Safety Authorization Act of 1994 (49 U.S.C. 20151)(Safety Act), which requires the Secretary of Transportation, in consultation with State and local governments and railroad carriers, to develop and make available to State and local governments model State legislation covering trespassing and vandalism on railroad property. The following is a summary of the development of the model State railroad trespass and vandalism bills and highlights of the bills. KW - Fatalities KW - Injuries KW - Legislation KW - Railroad grade crossings KW - Railroad safety KW - Railroads KW - State laws KW - Trespassers KW - Vandalism UR - https://trid.trb.org/view/636781 ER - TY - RPRT AN - 01109034 AU - Choros, John AU - Sluz, Andrew AU - Carr, Gary AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Feasibility Study on the Replacement or Upgrade of the T-6 Track Research Vehicle PY - 1998/03//Interim Report SP - 40p AB - This feasibility and cost study concluded that the FRA's aging T-6 can be replaced with a new state-of-the-art research platform costing approximately 3.5 million. The new, Track Research Instrumentation Platform (TRIP) is envisioned as a laboratory on wheels. This vehicle will provide: the means to assess the geometry and structural safety of railway track, a research platform to develop and evaluate emerging technologies, and the capability for evaluating newly implemented performance-based standards. KW - Benefit cost analysis KW - Feasibility analysis KW - Instrumented vehicles KW - Railroad tracks KW - Research KW - Tracked vehicles UR - http://ntl.bts.gov/lib/20000/20700/20740/PB98144645.pdf UR - http://ntl.bts.gov/lib/20000/20700/20740/PB98144645.pdf UR - https://trid.trb.org/view/865856 ER - TY - CONF AN - 00801948 AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - INTELLIGENT TRANSPORTATION SYSTEMS AND THEIR IMPLICATIONS FOR RAILROADS PY - 1998/03 SP - 168p AB - The Federal Railroad Administration and the Intelligent Transportation Society of America (ITS America) convened a joint technical symposium for June 4 and 5, 1997, on the subject of "Intelligent Transportation Systems and Their Implications for Railroads". The Symposium addressed a number of issues of interest to freight, intercity passenger and commuter railroads, railroad suppliers, states and ITS suppliers. Some of the issues addressed include the newly developed Highway-Rail Intersection (HRI) User Service #30 architecture for ITS applications, the future direction of communications based Positive Train Control (PTC) and plans for the implementation of the Nationwide Differential Global Positioning System (NDGPS) network to provide positioning data for PTS. This report encompasses the proceedings of the symposium. U1 - Proceedings of a Joint FRA-ITS American Technical SymposiumFederal Railroad AdministrationWashington, DC StartDate:19970604 EndDate:19970605 Sponsors:Federal Railroad Administration KW - Commuters KW - Freight trains KW - Global Positioning System KW - Highways KW - Intelligent transportation systems KW - Passengers KW - Railroad grade crossings KW - Railroads KW - Suppliers UR - http://ntl.bts.gov/lib/jpodocs/repts_te/5491.pdf UR - https://trid.trb.org/view/670120 ER - TY - RPRT AN - 00753531 AU - Schramm, R E AU - National Institute of Standards and Technology AU - Federal Railroad Administration TI - ULTRASONIC INSTRUMENTATION TO MEASURE HOOP STRESS IN CAST-STEEL RAILROAD WHEEL RAMS. REPORT NO. 32 PY - 1998/03 SP - 56 p. AB - This is report 32 in a series covering research done by the National Institute of Standards and Technology for the Federal Railroad Administration. Stress, residual or applied, has an acoustoelastic effect. Measuring acoustic birefringence is a method for nondestructive evaluation of stress. The current effort has been to develop instrumentation for use in the field. The factors considered were size and compactness, ease of use, and automation. In the present unit, most of the electronics are commercial, off-the-shelf items. There are two computer plug-in boards in a 'lunchbox' computer. The probe is an electromagnetic acoustic transducer in a case designed to fit the front rim face with necessary precision. A software program collects digital signal information and analyzes it without operator intervention. This package should be able to collect enough statistically significant information for determining stress in less than 30 seconds. KW - Acoustic properties KW - Cast steel wheels KW - Instrumentation KW - Instrumentation technology KW - Measurement KW - Nondestructive tests KW - Strain measurement KW - Ultrasonic tests KW - Wheel rims KW - Wheels UR - https://trid.trb.org/view/536527 ER - TY - CONF AN - 00748182 JO - Transportation Research Circular PB - Transportation Research Board AU - Hall, S AU - Transportation Research Board TI - LABOR/MANAGEMENT ISSUES PY - 1998/03 IS - 484 SP - p. 35-37 AB - This paper presents the employee perspective on the future of intercity passenger rail and specifically on the policy issues and questions that face Amtrak. It is pointed out that no country in the world subjects its passenger rail system to the unrealistic expectation that a national rail passenger system can exist without federal subsidies. Amtrak wants to run an efficient, safe, and customer orientated railroad. How does it expect to meet those objectives if it continues to blindly reduce its workforce and in the process lose a group of experienced and dedicated workers? Workers at Amtrak have fallen far behind workers at other transit and commuter rail carriers in wages. Some in Congress want Amtrak to contract out work. Since Amtrak workers are already the lowest paid in the industry, who are they going to contract out the work to while maintaining safety and efficiency standards that are essential to Amtrak's long-term survival? If we are serious about stopping the slow but steady death of our national rail passenger system, we must band together to defeat those who would permit this country to abandon its decades of commitment to Amtrak and would permit the wholesale destruction of 20,000 jobs. The Transport Workers Union and the other rail unions have endorsed a plan put forth by Representatives Bud Shuster and Jim Oberstar that would move the 4.3 motor fuel tax that currently goes to deficit reduction back into the Highway Trust Fund and use 1/2 cent of that money for Amtrak. Finance Committee Chairman Roth and others in the Senate have similar proposals which rail unions also support. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Gasoline KW - Highway Trust Fund KW - Intercity transportation KW - Jobs KW - Labor KW - Labor unions KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - Subsidies KW - Taxation KW - Transportation policy KW - Wages UR - https://trid.trb.org/view/477781 ER - TY - CONF AN - 00748183 JO - Transportation Research Circular PB - Transportation Research Board AU - Scheinberg, P F AU - Transportation Research Board TI - AMTRAK'S FINANCIAL CONDITION AND DECISIONS FACING THE CONGRESS PY - 1998/03 IS - 484 SP - p. 38-43 AB - Amtrak has been in financial difficulty for most of its 26-year existence. In recent years, its financial condition has deteriorated to the point to which Amtrak believes that it may run out of cash in 1998. To reduce the continually growing losses and a widening gap between operating deficits and federal subsidies, Amtrak developed its Strategic Business Plan. This plan, which has been revised several times, was designed to increase revenues and control cost growth and, at the same time, eliminate Amtrak's need for federal operating subsidies by 2002. Although Amtrak has made some progress in implementing its business plan and cutting its losses, its financial condition is still precarious. Amtrak's financial measures continue to deteriorate, financial targets have been missed, and substantial capital investment is needed. As Amtrak's financial condition continues to deteriorate, the Congress is faced with difficult decisions regarding the future of intercity passenger rail service. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Decision making KW - Deficits KW - Finance KW - Financial analysis KW - Financial requirements KW - Intercity transportation KW - Passenger transportation KW - Railroad transportation KW - Strategic planning KW - Subsidies KW - United States Congress UR - https://trid.trb.org/view/477782 ER - TY - CONF AN - 00748186 JO - Transportation Research Circular PB - Transportation Research Board AU - Dunn, J A AU - Perl, A D AU - Transportation Research Board TI - INSTITUTIONAL CHALLENGES: MAKING RAIL REVITALIZATION HAPPEN PY - 1998/03 IS - 484 SP - p. 51-59 AB - The conflict built into Amtrak's institutional design as a "quasi-public, for-profit" corporation has long hindered passenger rail policy in America. Mandated to operate a national system with many economic and political constraints, the corporation has been dependent on Congress for increasingly scarce capital funds and operating subsidies. Debate over Amtrak's problems has been stalemated between "Skeptics" who see passenger trains as relics of the past and seek to end subsidies and privatize the corporation, and "Supporters" who emphasize social benefits and want to preserve as many trains as possible. While Amtrak has confronted financial crises before, today's combination of a cash crunch with this year's Intermodal Surface Transportation Efficiency Act (ISTEA) reauthorization offers a unique opportunity to reinvent and renew the institutional framework of passenger rail policy. By interrelating the two key institutional dimensions of American policy making, Federal v. State government responsibilities and Public sector v. Private market dynamics, we construct five scenarios for the future of passenger rail policy. The "Partnership" scenario keeps policy leadership at the federal level and in the public sector. It depends on Amtrak being brought into the infrastructure trust fund system that has worked successfully for highways, airlines and urban transit. "Positive Privatization" would bring passenger rail service into the private sector, but would require a "dowry" of public expenditures to make it attractive to private operators. "Picking Up the Pieces" sees policy leadership shifting to the state level as the federal government fails to resolve Amtrak's fiscal difficulties. Service is more efficient and better tailored to local needs, but the national system is lost. The "For-Profit High Speed Rail" scenario might develop in parallel with other scenarios. It sees states investing in high speed rail infrastructure, and private operators buying the equipment and managing the service. Finally, "Liquidation" is always possible, but it may not be as cheap and clear cut as some hope, since litigation would be extensive and unpredictable court decisions could increase costs dramatically. Both "Skeptics" and "Supporters" are encouraged to break out of the impasse by envisioning a new balance of political responsibilities and a new division of economic labor for the future of passenger rail in America. By carefully weighing the capabilities and limitations of federal and state governments as policy leaders, as well as public and private sectors as implementing organizations, today's policy makers may achieve a new institutional framework for passenger rail policy that avoids the contradictions of the 1971 Amtrak charter. In particular, they should make provisions for a smooth transition between scenarios, and should discard the administrative and financial inflexibility for passenger trains that ISTEA is helping to overcome in the other surface transportation modes. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Alternatives analysis KW - Amtrak KW - Conferences KW - Federal government KW - Forecasting KW - Governments KW - Institutional issues KW - Intercity transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Passenger transportation KW - Private enterprise KW - Railroad transportation KW - Redevelopment KW - Revitalization KW - Socioeconomic development KW - State government KW - Transportation policy UR - https://trid.trb.org/view/477785 ER - TY - CONF AN - 00748190 JO - Transportation Research Circular PB - Transportation Research Board AU - Paaswell, R E AU - Transportation Research Board TI - CONFERENCE SUMMARY, RESEARCH ISSUES, AND CONCLUSIONS PY - 1998/03 IS - 484 SP - p. 67-71 AB - A summary of the conference discussions on intercity passenger service in the United States is provided, a research agenda for intercity passenger rail is outlined, and concluding remarks are made. In the concluding remarks it is pointed out that there needs to be a vision of what passenger rail in the United States can and should be. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Conferences KW - Intercity transportation KW - Passenger transportation KW - Railroad transportation KW - Research KW - United States UR - https://trid.trb.org/view/477789 ER - TY - CONF AN - 00748187 JO - Transportation Research Circular PB - Transportation Research Board AU - ITZKOFF, D M AU - Transportation Research Board TI - PERSPECTIVE OF THE FEDERAL RAILROAD ADMINISTRATION PY - 1998/03 IS - 484 SP - p. 60-61 AB - The perspective of the Federal Railroad Administration (FRA) on Amtrak is summed up in the phrase "let's not destroy the village in order to save it." The FRA, along with the Clinton Administration, is committed to Amtrak. FRA believes that what we need to do is foster an environment in which all parties can contribute to Amtrak's success. The goal of a zero operating subsidy is important because it has already driven Amtrak to expand its entrepreneurial initiatives through the strategic business units. Despite a substantial cut in train-miles operated, ridership, yields and revenue are moving in the right direction. State financial support for Amtrak service has doubled within a year. More states are investing in intercity passenger rail because it makes sense. It may be tempting to look at Amtrak's financial situation and conclude that fundamental reform is somehow necessary. It is not. What is needed is the necessary financial commitment, and that is what has been proposed. The Administration has committed nearly $5 billion to Amtrak, and has committed to the flexibility the states will need to invest in Amtrak and intercity passenger rail as an absolute cornerstone of the proposed National Economic Crossroads Transportation Efficiency Act (NEXTEA). U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Federal government KW - Financing KW - Intercity transportation KW - National economic crossroads transp efficiency act KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - States KW - U.S. Federal Railroad Administration UR - https://trid.trb.org/view/477786 ER - TY - CONF AN - 00748189 JO - Transportation Research Circular PB - Transportation Research Board AU - Downs, T M AU - Transportation Research Board TI - AMTRAK'S PERSPECTIVE PY - 1998/03 IS - 484 SP - p. 63-66 AB - These remarks address what the author considers fundamental about the debate over Amtrak: an inability to focus on some contradictory decisions about Amtrak and its place in the United States. Is Amtrak a mode of transportation or is it a business? Amtrak has lots of characteristics that indicate it is a mode of transportation, but Congress says, "You are a business and you are going to be out of the subsidy business by 2002." What the author suggests is that Congress created something almost by accident without fully understanding the import of it, and that we have not realized the benefit of it for a variety of reasons and we have become enmeshed in an ideological struggle. What Congress created is a public benefit corporation that is a mix of both a mode of transportation and a business. What is needed now is help in the process of defining some real facts about Amtrak. Why isn't there any research? There is a National Cooperative Highway Research Program, a Strategic Highway Research Program, a fully funded transit research program, but not a single thing that looks like a robust research program that looks at Amtrak's role as a mode in the American transportation system. There is a failure here and it has to be addressed. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Intercity transportation KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - Research UR - https://trid.trb.org/view/477788 ER - TY - CONF AN - 00748184 JO - Transportation Research Circular PB - Transportation Research Board AU - Phillips, K B AU - Transportation Research Board TI - THE PERSPECTIVE OF THE FREIGHT RAILROADS ON RAIL PASSENGER ISSUES PY - 1998/03 IS - 484 SP - p. 44-47 AB - As transportation policymakers are well aware, Amtrak faces many crucial issues as it seeks to survive. In addition to the various financial and operational issues associated with rail passenger service that must be considered, the perspective of the freight railroads must be included in any examination of the viability of continued rail passenger service. Amtrak operates over 23,750 route miles (38,214 route km) owned by the freight railroads and 750 miles (1,207 km) that it owns. Given Amtrak's extensive operations using the freight railroads' facilities, and the statutory conditions established for that use, the freight railroad industry has a major stake in ongoing deliberations about the future of intercity passenger rail service in the United States. This discussion is presented under the following headings: Historical Background; Current Concerns; Amtrak Restructuring Legislation: 1. Liability, 2. Access, 3. Railroad Retirement, 4. Tax Support for Amtrak; Potential Expanded Amtrak Freight Operations; and Conclusions. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Access KW - Amtrak KW - Conferences KW - Finance KW - Financial sources KW - Freight handling KW - Freight operations KW - Freight railroads KW - Freight trains KW - Intercity transportation KW - Legislation KW - Liability KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - Restructuring KW - Retirement UR - https://trid.trb.org/view/477783 ER - TY - CONF AN - 00748185 JO - Transportation Research Circular PB - Transportation Research Board AU - Schulz, R E AU - Transportation Research Board TI - CREDIT ISSUES FOR PASSENGER RAILROADS PY - 1998/03 IS - 484 SP - p. 48-50 AB - This article discusses how Standard & Poor's analyzes the financial strength of passenger railroads. While we do not have a public debt rating on Amtrak, we do rate seven railroads around the world that have passenger operations. Regulatory and operating characteristics vary from country to country so I will concentrate on highlighting some of the important issues that we evaluate in determining credit ratings of railroads involved in passenger operations. First, a couple of observations about Amtrak compared to most of the international passenger rails that I will describe: Amtrak typically covers a greater proportion of its costs from passenger revenue than many international railroads; and most of the non-US passenger railroads receive more consistent government support than does Amtrak. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Credit KW - Credit ratings KW - Financial analysis KW - Intercity transportation KW - Passenger transportation KW - Railroad transportation UR - https://trid.trb.org/view/477784 ER - TY - CONF AN - 00748188 JO - Transportation Research Circular PB - Transportation Research Board AU - Smith, J R AU - Transportation Research Board TI - RURAL PERSPECTIVE ON RAIL PY - 1998/03 IS - 484 SP - p. 62 AB - Rural areas depend on rail passenger service as an affordable option. Rail lines are still the life blood of smaller communities in rural America today. Local community involvement is critical to the success of specific projects that support intercity rail passenger services, such as upgrading and restoring train stations that are traditionally gateways to the community. Rural communities have not allowed themselves to be splintered into rural vs. urban factions, but have been consistent in support for a truly national rail passenger service. Rural communities have also been unified in seeking the capital funding that Amtrak needs, whether from the half-cent gas tax or some other form. A concerted effort must be made to involve more communities in supporting passenger rail. Of the 540 Amtrak stations in the country, most are in small cities--the heart of America. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Communities KW - Community support KW - Conferences KW - Intercity transportation KW - Passenger transportation KW - Perspective views KW - Public relations KW - Railroad transportation KW - Rural areas KW - Small cities UR - https://trid.trb.org/view/477787 ER - TY - CONF AN - 00748181 JO - Transportation Research Circular PB - Transportation Research Board AU - COOGAN, M A AU - Transportation Research Board TI - THE CONCEPT OF INTERMODALISM: CAN IT HELP US TO UNDERSTAND THE ROLE OF INTERCITY RAIL IN THE UNITED STATES? PY - 1998/03 IS - 484 SP - p. 30-34 AB - This paper reviews the principles of intermodalism and discusses the application of intermodalism to intercity rail. The discussion is presented under the following headings: Horizontal Integration and the Logic of Intermodalism; European Applications of Horizontal Integration; Intermodalism and the Survival of Amtrak; Intermodalism and Geographic Coverage; What We Can Do and What We Cannot Do; and The Relevance of Intermodalism to Amtrak's Future. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Europe KW - Intercity transportation KW - Intermodal transportation KW - Intermodalism KW - Passenger transportation KW - Railroad transportation KW - United States UR - https://trid.trb.org/view/477780 ER - TY - CONF AN - 00748178 JO - Transportation Research Circular PB - Transportation Research Board AU - NASH, C AU - Transportation Research Board TI - PASSENGER RAIL TODAY: A EUROPEAN PERSPECTIVE PY - 1998/03 IS - 484 SP - p. 17-23 AB - The aim of this paper is to draw on those aspects of European experience of intercity passenger services that may be of relevance in the U.S. context. We first consider the policy background in Europe. We then discuss factors affecting the demand for intercity travel, with particular reference to high speed trains. Finally, we examine privatisation, concentrating on the experience in Britain which is the one country in Europe actually to have privatised its intercity trains, before reaching our conclusions. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Conferences KW - Europe KW - High speed rail KW - Intercity transportation KW - Intercity travel KW - Passenger transportation KW - Privatization KW - Railroad transportation KW - Transportation policy KW - Travel demand KW - United Kingdom UR - https://trid.trb.org/view/477777 ER - TY - CONF AN - 00748180 JO - Transportation Research Circular PB - Transportation Research Board AU - McCullough, G J AU - Transportation Research Board TI - AMTRAK SUBSIDIES AND THE TRANSPORTATION EXTERNALITIES PY - 1998/03 IS - 484 SP - p. 27-29 AB - Amtrak revenues have never been sufficient to cover costs. The U.S. General Accounting Office has warned recently that, despite large annual federal subsidies for operating and capital, Amtrak is in danger of running out of cash in 1998. The Clinton Administration has proposed an answer to the Amtrak financial crisis which would make the corporation eligible for funding from the national Highway Trust Fund. This paper argues that non-user benefits (externalities) do not provide a rationale for non-user subsidies to Amtrak. While intercity highway and air transportation do generate significant external costs in the form of congestion and pollution, the best means for government to deal with these external costs are regulation and pricing. Intercity rail service may play a significant role in intercity markets where congestion and pollution are properly controlled, but this does not justify subsidies to intercity passenger rail. The prescription suggested for Amtrak is to provide the highest level of service possible at the lowest possible cost in order to compete effectively in markets which are rationally priced. One would not expect access to the Highway Trust Fund to move Amtrak necessarily in this direction. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Air pollution KW - Amtrak KW - Conferences KW - Highway Trust Fund KW - Intercity transportation KW - Markets KW - Nonuser benefits KW - Passenger transportation KW - Pricing KW - Railroad transportation KW - Subsidies KW - Traffic congestion UR - https://trid.trb.org/view/477779 ER - TY - CONF AN - 00748174 JO - Transportation Research Circular PB - Transportation Research Board AU - Florio, J AU - Transportation Research Board TI - KEYNOTE ADDRESS: THE VISION FOR INTERCITY PASSENGER RAIL IN THE UNITED STATES PY - 1998/03 IS - 484 SP - p. 7-9 AB - The quick and dirty answer to the question, what is the vision for intercity rail passenger service in this nation, is that the vision is hazy. This is a period of historic change, when change is dramatic, complex and rapid. This is happening in many areas, including transportation. To manage this change is not easy, because there is not a national consensus on direction or goals. Today, a fully-integrated, intermodal transportation system that allows us to maximize our resources is a necessity if we are going to be a productive economy, capable of competing in the international trade arena. The authors of the Intermodal Surface Transportation Efficiency Act (ISTEA) understood this and sought to establish a national transportation plan. There was also an understanding in ISTEA that we need a rail passenger service component of an integrated transportation system for many reasons, including congestion mitigation, environmental protection, energy efficiency, and mobility for those population sectors who, but for rail passenger service, would have their mobility diminished dramatically. In order to develop a vision for the future of rail passenger service, it is necessary to undertake an evaluation of the problems and shortcomings of the existing systems and the opportunities to overcome those shortcomings. Additionally, a determination as to the future demands and requirements of rail passenger systems must be undertaken. After such an analysis, it would be possible to establish some clear sets of goals for the future. Steps for realizing those goals could then be introduced and evaluated for their potential contributions, risks, and costs. Once implemented, the final aspect must be a system of metrics to ascertain the progress towards the goal and the vision. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Conferences KW - Future policies KW - Intercity transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Passenger transportation KW - Policy KW - Railroad transportation UR - https://trid.trb.org/view/477773 ER - TY - CONF AN - 00748176 JO - Transportation Research Circular PB - Transportation Research Board AU - Slakey, J H AU - Transportation Research Board TI - THE INCREMENTAL APPROACH TO INTERCITY CORRIDOR RAIL PASSENGER DEVELOPMENT: PACIFIC NORTHWEST CORRIDOR UPDATE PY - 1998/03 IS - 484 SP - p. 12-13 AB - Washington State, in partnership with Amtrak, Burlington Northern Santa Fe Railway (BNSF), the Federal Railroad Administration (FRA), Oregon, British Columbia and local communities, is leading efforts to incrementally improve intercity rail service along the Pacific Northwest Rail Corridor. Our goal: to carry 2.2 million people 500 million miles per year (804.5 million km per year) with no traffic congestion, no auto emissions, improved safety and no operating subsidy. We have successfully taken the first steps. This paper outlines why this region is pursuing the incremental approach to improved intercity rail, what we have delivered for our customers, and a detailed update of what we intend to achieve in the coming years. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - BNSF Railway KW - British Columbia KW - Communities KW - Conferences KW - Improvements KW - Incremental approach KW - Intercity transportation KW - Level of service KW - Oregon KW - Pacific Northwest KW - Pacific States KW - Partnerships KW - Railroad transportation KW - Strategic planning KW - U.S. Federal Railroad Administration KW - Washington (State) UR - https://trid.trb.org/view/477775 ER - TY - CONF AN - 00748173 JO - Transportation Research Circular PB - Transportation Research Board AU - Downey, M L AU - Transportation Research Board TI - NATIONAL CONFERENCE ON CRITICAL ISSUES FOR THE FUTURE IN INTERCITY PASSENGER RAIL. CONFERENCE SPONSORS' PERSPECTIVES: U.S. DEPARTMENT OF TRANSPORTATION PY - 1998/03 IS - 484 SP - p. 5-6 AB - The U.S. Department of Transportation (USDOT) support's President Clinton's goal of a balanced, intermodal transportation system, one which is safer, more efficient, and less polluting. This includes supporting intercity passenger rail. The USDOT has fought for Amtrak funding, upgraded the Northeast Corridor, made rail safety a national priority, and supported high-speed rail research and development. Although highway and transit programs have been the focus under the Intermodal Surface Transportation Efficiency Act (ISTEA) legislation, its successor, the National Economic Crossroads Transportation Efficiency Act (NEXTEA), is giving the USDOT a chance to make its programs truly intermodal, and to give intercity rail the sustained support it deserves. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Development KW - Finance KW - Financing KW - High speed rail KW - Intercity transportation KW - Modernization KW - National economic crossroads transp efficiency act KW - Northeast Corridor KW - Northeastern United States KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - Research KW - Research and development KW - Transportation departments KW - Transportation safety KW - U.S. Department of Transportation UR - https://trid.trb.org/view/477772 ER - TY - CONF AN - 00748175 JO - Transportation Research Circular PB - Transportation Research Board AU - Thompson, L S AU - Transportation Research Board TI - PASSENGER RAIL TODAY: INTRODUCTORY REMARKS PY - 1998/03 IS - 484 SP - p. 10-11 AB - This conference presentation looks briefly at the reasons why Amtrak is not a success, lists the "elements of a new synthesis" for passenger rail, and gives a concise view of what the future Amtrak might look like. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Intercity transportation KW - Passenger transportation KW - Railroad transportation UR - https://trid.trb.org/view/477774 ER - TY - CONF AN - 00748177 JO - Transportation Research Circular PB - Transportation Research Board AU - STUBBS, A AU - Transportation Research Board TI - A REGIONAL PERSPECTIVE ON PASSENGER RAIL TODAY PY - 1998/03 IS - 484 SP - p. 14-16 AB - The Northeast Governors view passenger rail as part of a national system which is intermodal, has joint federal-state roles and responsibilities, and receives some form of public financial support in recognition of the public goods and services provided. The current passenger rail system, which faces serious economic challenges, must be reviewed and updated to ensure that safety and efficiency are optimized. Safety, efficiency and reliability are important to rail's ability to provide services which will attract ridership in an increasingly competitive and economically challenged market. The system's investing partners must have a voice in decisions on the direction and refinement of the national rail system. The Northeast's long experience in providing passenger rail on a multi-state basis offers some important insights about intercity passenger rail. While many think of the Northeast rail system as unique or parochial, what has and will happen to the Northeast's passenger rail system mirrors challenges and opportunities in other regions. What happens in the Northeast is also important to the overall health of the passenger rail in the country. The Northeast states perspectives can be summed in the following four points, which are discussed in this paper: (1) An integrated, multi-modal national transportation system is critical--now more than ever. (2) That system requires a continuing partnership of the federal government, states and the private sector. No individual transportation mode can be expected to be financially self-sufficient, since all are expected to provide public goods and services. (3) Rail is a critical element in the Northeast's and the nation's multi-modal transportation system. (4) In the Northeast, states are investors of longstanding in the region's rail transportation system--a pattern which is occurring across the country. Such investors expect to have voice in decisions on the direction and refinement of the national passenger rail system. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Conferences KW - Decision making KW - Intercity transportation KW - Multimodal transportation KW - Northeast Corridor KW - Northeastern United States KW - Passenger transportation KW - Public private partnerships KW - Railroad transportation UR - https://trid.trb.org/view/477776 ER - TY - CONF AN - 00748171 JO - Transportation Research Circular PB - Transportation Research Board AU - Transportation Research Board TI - NATIONAL CONFERENCE ON CRITICAL ISSUES FOR THE FUTURE OF INTERCITY PASSENGER RAIL PY - 1998/03 IS - 484 SP - 78 p. AB - The purpose of the conference was to explore the major issues related to intercity passenger rail services as a component of a national transportation system, including policy, financial, economic, environmental, societal, intermodal, and regulatory issues, and also to examine related international experience. Discussion of these issues was intended to provide a broad perspective on existing and planned intercity passenger rail services for decision makers involved in providing, supporting, and regulating these services. To ensure representation of a variety of perspectives, approximately 170 invited, prominent professionals from industry, academia, and all levels of government participated in the conference. Although much of the discussion focused on the short-term funding issues critical to Amtrak's continued operation, the conference concluded with general recognition of the importance of rail passenger service in the United States. There was also recognition of the need for a research agenda to be developed and a commitment of sustained support of resources to implement the agenda to determine the longer-term role of intercity passenger rail as a mode of transportation, encompassing more specifically directed research in issues such as economics, institutional structure, financing and risk sharing, and relations with freight railroads. This Circular contains the conference presentations and a list of participants. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amtrak KW - Conferences KW - Decision making KW - Economics KW - Environmental impacts KW - Finance KW - Financing KW - Institutional issues KW - Intercity transportation KW - Intermodal transportation KW - Intermodalism KW - Passenger transportation KW - Railroad transportation KW - Research KW - Risk management KW - Risk sharing KW - Socioeconomic development KW - Transportation KW - Transportation policy UR - https://trid.trb.org/view/477770 ER - TY - CONF AN - 00748172 JO - Transportation Research Circular PB - Transportation Research Board AU - Gardiner, D AU - Transportation Research Board TI - NATIONAL CONFERENCE ON CRITICAL ISSUES FOR THE FUTURE OF INTERCITY PASSENGER RAIL. CONFERENCE SPONSORS' PERSPECTIVES: ENVIRONMENTAL PROTECTION AGENCY PY - 1998/03 IS - 484 SP - p. 4 AB - The Environmental Protection Agency (EPA) believes that what our modern transportation system really needs is alternatives to the automobile. To travel quickly, to move people and goods efficiently, and to breathe clean air and protect ecosystems at the same time, people must be given choices. EPA's perspective on intercity passenger rail is that it is the responsibility of everyone at this conference, including EPA, to make sure that options are built into the nation's transportation system, and intercity passenger rail is one of those options. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Air quality KW - Alternatives analysis KW - Conferences KW - Ecosystems KW - Intercity transportation KW - Mode choice KW - Options KW - Passenger transportation KW - Perspective views KW - Railroad transportation KW - Travel by mode KW - Travel modes KW - U.S. Environmental Protection Agency UR - https://trid.trb.org/view/477771 ER - TY - CONF AN - 00748179 JO - Transportation Research Circular PB - Transportation Research Board AU - Kent, F AU - Transportation Research Board TI - A POLICY ISSUE PERSPECTIVE: LIVABLE COMMUNITIES PY - 1998/03 IS - 484 SP - p. 24-26 AB - This paper presents a new agenda for providing a higher level of amenity to passengers at transit facilities and surface rail stations. The kinds of improvements discussed are designed to transform transit facilities into true centers of their communities as well as more effective promoters of public transportation. U1 - National Conference on Critical Issues for the Future of Intercity Passenger RailTransportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency.Washington, D.C. StartDate:19970610 EndDate:19970611 Sponsors:Transportation Research Board, National Research Council; National Railroad Passenger Corporation (Amtrak); Federal Railroad Administration; and Environmental Protection Agency. KW - Amenities KW - Communities KW - Community consequences KW - Conferences KW - Improvements KW - Intercity transportation KW - Livable communities KW - Passenger transportation KW - Quality of life KW - Rail transit stations KW - Railroad stations KW - Railroad transportation KW - Social impacts KW - Transportation policy UR - https://trid.trb.org/view/477778 ER - TY - RPRT AN - 00748143 AU - Tyrell, D C AU - Rubin, A H AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - RAIL VEHICLE CRASHWORTHINESS SYMPOSIUM PY - 1998/03 SP - 606 p. AB - This document contains the proceedings of the Rail Vehicle Crashworthiness Symposium held at the Volpe Center in Cambridge, Massachusetts on June 24, 25, and 26, 1996. These proceedings have been developed from a transcript of the symposium and the material used by the presenters at the symposium. The symposium was conducted in three technical sessions: (1) Collision Risk: Strategies for evaluating the effectiveness of collision safety measures incorporated into a train system; description of the likely collision scenarios that can occur on train systems; (2) Structural Crashworthiness: The performance of the vehicle structure during a collision; its ability to preserve sufficient volume for the passengers to survive and its ability to control the decelerations experienced by the occupied volumes; and (3) Interior Crashworthiness: The performance of the interior during a collision; the ability of the interior to limit the forces and decelerations imparted to the occupant. Presenters at the symposium included representatives from foreign government agencies, including French National Railways and British Rail Research, as well as from several agencies within the U.S. Department of Transportation, including the Federal Railroad Administration, the National Highway Traffic Safety Administration, the Federal Aviation Administration, and the Research and Special Programs Administration. Representatives from foreign and domestic rail equipment suppliers, as well as domestic transportation operators, also gave presentations. KW - Alternatives analysis KW - Conferences KW - Crashes KW - Crashworthiness KW - Deceleration KW - Effectiveness KW - Evaluation and assessment KW - Forecasting KW - Hazards KW - Interior KW - Measures of effectiveness KW - Passenger safety KW - Passenger trains KW - Passengers KW - Performance KW - Risk assessment KW - Safety KW - Set forward force KW - Structural design KW - Transportation safety UR - http://ntl.bts.gov/lib/13000/13100/13178/ord9708.pdf UR - https://trid.trb.org/view/473815 ER - TY - RPRT AN - 00751195 AU - Reiff, R P AU - Gage, S AU - Kumar, S AU - Association of American Railroads Research Center AU - Federal Railroad Administration AU - Department of Energy TI - TOP-OF-RAIL LUBRICATION ENERGY TEST PY - 1998/02 SP - 56 p. AB - This report presents the test results of SENTRAEN, a new top-of-rail lubrication system developed by Tranergy Corporation. The system was evaluated at the FRR Transportation Technology Center near Pueblo, CO. The concept of top-of-rail lubrication has demonstrated that it significantly reduces both the energy needed for trains, as well as the lateral wheel/rail loads on curved track. However, it was not possible to determine the exact amount of energy saved as the lubricant application rate left a residue on the rail which eventually led to locomotive wheel slip in the following trains. Electrical energy savings with this system, not including energy generated in dynamic braking, ranged from 23% to 30%. The average of maximum lateral forces developed in a 7.5 degree curve showed a reduction of 68% on the high rail, and 48% on the low rail, compared to dry conditions. KW - Car wheels (Railroads) KW - Curved track KW - Dynamic braking KW - Energy conservation KW - Force KW - Lateral loads KW - Lubrication KW - Rail (Railroads) KW - Rail lubrication KW - Wheel slip KW - Wheels UR - http://ntl.bts.gov/lib/20000/20600/20688/PB98141005.pdf UR - http://ntl.bts.gov/lib/42000/42700/42710/ord9801.pdf UR - https://trid.trb.org/view/484636 ER - TY - RPRT AN - 00750188 AU - Tyrell, D AU - Severson, K AU - Marquis, B AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - CRASHWORTHINESS OF PASSENGER TRAINS: SAFETY OF HIGH-SPEED GROUND TRANSPORTATION SYSTEMS PY - 1998/02 SP - 118 p. AB - The results of analyses conducted to determine the effectiveness of structural and interior train design strategies in protecting occupants during collisions are presented. Structural design approaches considered include the conventional design approach of requiring a uniform minimum longitudinal strength, and the crash-energy management design approach which provides for sacrificial crush zones in the unoccupied areas of the train. Interior protection strategies considered include occupant restraint and compartmentalization. KW - Crashworthiness KW - Design KW - High speed ground transportation KW - Occupant protection KW - Occupant protection devices KW - Occupant restraint KW - Passenger trains KW - Restraint systems UR - http://www.fra.dot.gov/Elib/Document/2312 UR - http://ntl.bts.gov/lib/20000/20500/20598/crash1.pdf UR - http://ntl.bts.gov/lib/20000/20500/20598/PB98134406.pdf UR - https://trid.trb.org/view/484302 ER - TY - RPRT AN - 00903625 AU - Jeong, D Y AU - Federal Railroad Administration TI - PRPOAGATION ANLAYSIS OF TRANSVERSE DEFECTS ORIGINATING AT THE LOWER GAGE CORNER OF RAIL. PY - 1998 IS - PB2000-100437 AB - No abstract provided. KW - Cracking KW - Defects KW - Fracture mechanics KW - Railroads KW - Testing UR - https://trid.trb.org/view/618414 ER - TY - CONF AN - 00789174 AU - Hitchcock, R J AU - American Trucking Associations TI - MONITORING OPERATOR ALERTNESS SN - 0865875162 PY - 1998 SP - p. 133-136 AB - The loss of alertness or drowsiness on the roadway constitutes a significant health problem in America. Statistically, loss of alertness or drowsy driving on the highways has been identified as a contributing factor in only about 1.6% of all motor vehicle crashes per year. That 1.6% translates into about 100,000 crashes per year, including 1,500 fatalities. However, the National Highway Traffic Safety Administration (NHTSA) believes these occurrences to be under reported. In general, and for a number of reasons, many drowsy drivers go undetected. NHTSA has two major drowsiness-related activities. The first one is education based and involves a public information campaign on the role of fatigue in highway crashes. The second activity relates to technology. A drowsy driver technology program is underway to develop, test, and evaluate a drowsiness detection and warning system for commercial motor vehicle drivers. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Commercial vehicles KW - Countermeasures KW - Detectors KW - Fatalities KW - Fatigue (Physiological condition) KW - Public information programs KW - Sleep deprivation KW - Technology KW - Traffic crashes KW - Truck drivers KW - U.S. National Highway Traffic Safety Administration KW - Warning devices UR - https://trid.trb.org/view/650802 ER - TY - CONF AN - 00789170 AU - Sweet, D A AU - American Trucking Associations TI - REGULATION VS. MANAGEMENT OF FATIGUE: AN INTERNATIONAL PERSPECTIVE ON MANAGING FATIGUE IN TRANSPORTATION SN - 0865875162 PY - 1998 SP - p. 87-92 AB - The volume of business done between Canada and the U.S. shows quite dramatically that Canada is by far the largest trading partner of the United States. Nearly 60% of Canada's exports to the U.S, and 80% of Canada's imports, move by truck. Clearly, trucking is by far the predominant mode of transport between the two countries. This paper discusses "regulation vs management" of fatigue in the trucking industry. Canada has a rich history of regulation. However, this is changing. The paper includes discussions of the "management" alternative in principle and the "management" alternative in practice. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Canada KW - Fatigue (Physiological condition) KW - Management KW - Regulations KW - Truck drivers KW - Trucking KW - United States UR - https://trid.trb.org/view/650798 ER - TY - CONF AN - 00789172 AU - Akerstedt, T AU - American Trucking Associations TI - READILY AVAILABLE COUNTERMEASURES AGAINST OPERATOR FATIGUE SN - 0865875162 PY - 1998 SP - p. 105-122 AB - Irregular work hours will cause severe sleepiness and increased risks of accidents, particularly in relation to night work. The optimum strategy for reducing sleepiness in connection with irregular work hours would be to simple avoid night and early morning work and to ensure proper time for sleep between work periods. Still, if irregular work hours cannot be avoided, fatigue may be reduced through strategic sleeping (including naps), coffee intake, and phase adjustment through light or melatonin (not properly evaluated yet, though). As a complement, alertness may be protected through increasing the level of stimulation in the work situation. This may be accomplished through changing work tasks, controlled noise, light physical activity or interaction with work mates. To some extent also cold air, fresh air, and bright light may be effective. However, it should be emphasized that increased stimulation is effective only for as long as the stimulation is applied. The effect wears off very rapidly. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Caffeine KW - Circadian rhythms KW - Coffee KW - Cold air KW - Countermeasures KW - Fatigue (Physiological condition) KW - Fresh air KW - Hours of labor KW - Light KW - Melatonin KW - Morning KW - Naps KW - Night shifts KW - Sleep KW - Sleep deprivation KW - Stimulation UR - https://trid.trb.org/view/650800 ER - TY - CONF AN - 00789176 AU - Mahon, G L AU - American Trucking Associations TI - NEW APPROACHES TO FATIGUE MANAGEMENT: A REGULATOR'S PERSPECTIVE SN - 0865875162 PY - 1998 SP - p. 145-153 AB - The Fatigue Management Program is an initiative by the Queensland Department of Transport to move toward performance-based legislation to manage a major occupational hazard - fatigue - in the road transport industry. The program targets the development and implementation of management training, schedules, and education programs that focus on fatigue and outlines the need for drivers to acquire amounts of quality sleep, develop strategies for avoiding sleep loss, and consider the behavioral and physiological consequences of tiredness. This will enhance awareness that sleep can occur suddenly and without warning to all drivers regardless of their age or experience and that fatigue has a serious effect on a driver's work performance and safety. Successful management of driver fatigue involves a cooperative approach between management and their drivers. It is about balancing the fatigue levels of each driver and providing the appropriate countermeasures to alleviate the impact or onset of fatigue. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Australia KW - Drowsiness KW - Education KW - Fatigue (Physiological condition) KW - Freight transportation KW - Legislation KW - Management KW - Performance KW - Schedules KW - Sleep KW - Sleep deprivation KW - Strategic planning KW - Traffic crashes KW - Traffic safety KW - Truck crashes KW - Truck drivers KW - Trucking safety UR - https://trid.trb.org/view/650804 ER - TY - CONF AN - 00789171 AU - Belenky, G AU - American Trucking Associations TI - SUSTAINING PERFORMANCE DURING CONTINUOUS OPERATIONS: THE U.S. ARMY'S SLEEP MANAGEMENT SYSTEM SN - 0865875162 PY - 1998 SP - p. 95-103 AB - The U.S. Army is developing a field-deployable sleep management system to maximize individual and unit performance during continuous operation. The sleep management system is an unobtrusive, wrist-worn, wrist-watch sized device containing hardware and software to: measure sleep in individual soldiers under operational conditions; 2) predict performance as a function of the sleep so measured; and 3) monitor alertness and performance in real-time. The author discusses research on the effect of sleep deprivation on human performance and gives an example of how the sleep management system would be used in a real combat situation. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Computers KW - Human beings KW - Measurement KW - Military personnel KW - Monitoring KW - Performance KW - Real time information KW - Research KW - Sleep KW - Sleep deprivation KW - Software KW - United States Army UR - https://trid.trb.org/view/650799 ER - TY - CONF AN - 00789173 AU - Rosekind, M R AU - American Trucking Associations TI - ALERTNESS MANAGEMENT: STRATEGIC NAPS IN OPERATIONAL SETTINGS SN - 0865875162 PY - 1998 SP - p. 123-131 AB - Strategic naps can be used effectively to promote performance and alertness in operational settings. A study of planned rest periods in long-haul flight operations has demonstrated the effectiveness of in-flight naps to promote performance and alertness during subsequent critical phases of flight. Two potential negative effects of naps are discussed. These are sleep inertia and the effect of naps on subsequent sleep. Sleep inertia can involve sleepiness and decreased performance immediately upon awakening from a nap. A long nap, at certain times of the day, can disrupt the quantity and quality of later sleep periods. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Fatigue (Physiological condition) KW - Flight KW - Management KW - Naps KW - Performance KW - Sleep KW - Sleep deprivation KW - Transportation operations UR - https://trid.trb.org/view/650801 ER - TY - CONF AN - 00789175 AU - HALL, J AU - American Trucking Associations TI - ROLE OF THE NATIONAL TRANSPORTATION SAFETY BOARD SN - 0865875162 PY - 1998 SP - p. 137-143 AB - As an independent agency, the National Transportation Safety Board (NTSB) is charged by Congress with two major tasks: to determine the probable causes of all major transportation accidents, and to issue safety recommendations aimed at preventing accidents. In its 30 year history, the Safety Board has issued over 80 recommendations related to fatigue in all the modes of transportation. Although it is the ultimate duty of any transportation provider to ensure all persons having a safety sensitive position be fit to perform - and that includes not being fatigued - the U.S. Department of Transportation has the ultimate responsibility through its oversight and regulation to make it so. The NTSB fears that to date, DOT's record has been spotty in this area. This paper discusses the positive actions that the DOT has taken to ensure that fatigue be addressed by operators in all modes of transportation, and also the areas in which they fall short. The author also notes that it is incumbent on transportation companies not to provide the wrong signals to its employees with respect to safety. He discusses the distinct markers that can indicate a potentially unsafe corporate culture, which gives the wrong signals to its employees with respect to safety. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Corporations KW - Crash causes KW - Crashes KW - Culture (Social sciences) KW - Fatigue (Physiological condition) KW - Human factors KW - Prevention KW - Recommendations KW - Safety KW - Sleep deprivation KW - Traffic safety KW - Transportation modes KW - U.S. National Transportation Safety Board UR - https://trid.trb.org/view/650803 ER - TY - CONF AN - 00789169 AU - American Trucking Associations TI - THE PROMISE AND CHALLENGES OF TECHNOLOGIES FOR MONITORING OPERATOR VIGILANCE SN - 0865875162 PY - 1998 SP - p. 77-86 AB - This article presents some of the major issues regarding the challenges of identifying, developing, and setting standards for the burgeoning initiatives in technological approaches to operator vigilance and fatigue management in transportation. Operator vigilance technologies offer one of a number of ways to optimize safety through prevention of fatigue-related catastrophes, while permitting greater flexibility in work-rest scheduling to facilitate economic and related pragmatic goals, as well as personal choices. However, in order to determine whether this goal is achievable, information and standards are needed for determining the effectiveness of any given technological approach. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Fatigue (Physiological condition) KW - Human factors KW - Management KW - Operators (Persons) KW - Rest periods KW - Safety KW - Standards KW - Technology KW - Vigilance KW - Working conditions UR - https://trid.trb.org/view/650797 ER - TY - CONF AN - 00789168 AU - Comstock, M L AU - American Trucking Associations TI - ALERTNESS IN THE RAILROAD INDUSTRY SN - 0865875162 PY - 1998 SP - p. 29-38 AB - The purpose of this paper is to describe the process that Consolidated Rail Corporation is using to incorporate science into the operating practice demands of the railroad industry, in order to help employees reduce job-related fatigue and improve their overall health and safety. Topics covered include fatigue risk factors, operational evaluation, fatigue measurement techniques, fatigue countermeasures, countermeasure evaluation and critical success factors. Specific fatigue countermeasures discussed include training, sleep disorders screening, improved information flow, terminal resting facilities, on train napping policy, communication headsets, and work/rest improvements. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Communications KW - Countermeasures KW - Employees KW - Fatigue (Physiological condition) KW - Headsets KW - Information dissemination KW - Measurement KW - On train napping KW - Operators (Persons) KW - Railroad terminals KW - Railroads KW - Rest periods KW - Risk analysis KW - Sleep disorders KW - Training UR - https://trid.trb.org/view/650796 ER - TY - CONF AN - 00789167 AU - Hartley, L R AU - American Trucking Associations TI - BEYOND ONE SIZE FITS ALL HOURS OF SERVICE REGULATIONS SN - 0865875162 PY - 1998 SP - p. 9-27 AB - Increasing attention, both nationally and internationally, is being paid to the management of fatigue among all classes of drivers but especially among truck and bus drivers. This paper is divided into two parts. The first part describes research into the question of whether the introduction of driving and related working hours regulations to Western Australia (WA) would be beneficial. To do so, research considered the impact of the proposed regulations on the WA industry; the success of enforcing the regulations in other states; the impact of fatigue on drivers in WA versus the states regulating driving hours; and the effectiveness of self regulation in WA as compared to enforcement in other states. It was concluded that there is no evidence that the introduction of prescriptive driving hours into WA would benefit the community, and quite possibly might worsen the problem of fatigue. The second part of the paper describes the WA Government response to the research. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Bus drivers KW - Fatigue (Physiological condition) KW - Governments KW - Hours of labor KW - Regulations KW - Research KW - Truck drivers KW - Western Australia UR - https://trid.trb.org/view/650795 ER - TY - CONF AN - 00789166 AU - American Trucking Associations TI - MANAGING FATIGUE IN TRANSPORTATION, APRIL 29-30, 1997, TAMPA, FLORIDA. INTERNATIONAL CONFERENCE PROCEEDINGS SN - 0865875162 PY - 1998 SP - 206p AB - This international conference was convened because the increasing weight of research evidence, as well as recent technological developments, convinced multi-modal leaders that the time was ripe to collectively address the ability of current regulations and operational procedures to counteract fatigue in all transportation operations. The focus of the conference - managing operator fatigue - attracted leading scientists, government officials, and transportation managers from around the world, and was widely praised for the quality of the speakers and the message they delivered: the need for regulatory flexibility to allow transportation companies and operators to responsibly manage their fatigue risks based on the most current research findings. To identify common operator fatigue issues across transportation modes, world-renowned sleep researchers who specialize in sleep loss, fatigue, and sustained operator performance, gave in-depth presentations of scientific findings that contributed practical information on a diversity of topics pertinent to fatigue management. U1 - Managing Fatigue in TransportationAmerican Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety BoardTampa, Florida StartDate:19970429 EndDate:19970430 Sponsors:American Trucking Associations, Association of American Railroads, Federal Highway Administration, Federal Railroad Administration, National Highway Traffic Safety Administration, and National Transportation Safety Board KW - Alertness KW - Conferences KW - Fatigue (Physiological condition) KW - Management KW - Multimodal transportation KW - Operators (Persons) KW - Performance KW - Regulations KW - Research KW - Researchers KW - Risk management KW - Sleep deprivation KW - Sustained operator performance KW - Traffic safety UR - https://trid.trb.org/view/650794 ER - TY - RPRT AN - 00763474 AU - Federal Railroad Administration TI - SUPPLEMENTAL REPORT ON NEW STARTS: REPORT OF THE SECRETARY OF TRANSPORTATION TO THE UNITED STATES CONGRESS PURSUANT TO 49 U.S.C. 5309(O)(1). A SUPPLEMENT TO THE FISCAL YEAR 1999 REPORT ON FUNDING LEVELS AND ALLOCATIONS OF FUNDS FOR TRANSIT MAJOR CAPITAL INVESTMENTS PY - 1998 SP - v.p AB - This is the first edition of the Supplemental Report on New Starts, issued under 49 U.S.C. 5309(o)(2). This provision requires the Secretary of Transportation to submit a report to Congress, in August of each year, that updates the status of proposed major transit investment projects that have completed alternatives analysis or preliminary engineering since the date of the last Report on Funding Levels and Allocations of Funds. Six projects meet this requirement and are evaluated in this report. Only those projects that have recently completed alternatives analysis or preliminary engineering are included in this report. This information is intended as an update on project status only; it does not amend the project funding recommendations submitted to Congress in the annual Report on Funding Level and Allocations of Funds and contained in the President's budget request. KW - Alternatives analysis KW - Capital expenditures KW - Federal aid highways KW - Investments KW - Transportation Equity Act for the 21st Century UR - https://trid.trb.org/view/497847 ER - TY - JOUR AN - 00888046 JO - Progressive Railroading PB - Trade Press Publishing Corporation AU - Derocher, Robert J AU - Federal Railroad Administration TI - THE NEW FRA?. PY - 1998 AB - No abstract provided. UR - https://trid.trb.org/view/581798 ER - TY - JOUR AN - 00887497 JO - Progressive Railroading PB - Trade Press Publishing Corporation AU - GRAHAM, D DOUGLAS AU - Federal Railroad Administration TI - OF RAIL PROGRESS AND THE TIES THAT BIND. PY - 1998 AB - No abstract provided. KW - Railroad ties KW - Railroad tracks KW - Railroads UR - https://trid.trb.org/view/581621 ER - TY - JOUR AN - 00886989 JO - Progressive Railroading PB - Trade Press Publishing Corporation AU - Foran, Pat AU - Federal Railroad Administration TI - MEXICO: PRIVATIZATION OF MEXICO'S RAIL SYSTEM IS ALREADY PAYING OFF -- AND NOT JUST IN PESOS. PY - 1998 AB - No abstract provided. KW - Deregulation KW - Mexico KW - Privatization KW - Railroads UR - https://trid.trb.org/view/581397 ER - TY - JOUR AN - 00887028 JO - Progressive Railroading PB - Trade Press Publishing Corporation AU - GREENFIELD, MARK J AU - Federal Railroad Administration TI - SIGNALING CHANGE: NEW IDEAS, TECHNOLOGIES MAKE THEIR MARK. PY - 1998 AB - No abstract provided. KW - Railroads KW - Signaling UR - https://trid.trb.org/view/581412 ER - TY - RPRT AN - 01207234 AU - Coplen, Michael K AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - Corporate Culture, Compliance and Railroad Operating Rules: Results of A Focus Group and Instructed Interviews PY - 1997/12//Final Report SP - 36p AB - A focus group was held at the 1996 Bi-annualOperating Rules Association meeting of North American railroads to discuss the general issue of compliance and operating rules. Twelve operating rules officers participated, representing Class I, II, and III railroads. Individual structured interviews were also conducted both prior to and following the focus group session to discuss general issues surrounding operating rules, and to provide follow-up information to major findings from the focus group session. Focus group participants generally reported that senior management tends to emphasize productivity over safety, suggesting some railroads may have created an organizational culture that unintentionally encourages operating rules violations. Follow-up interviews with a number of industry representatives supported this view. Some interviewees suggested railroad mergers often result in discordant management philosophies within the same organization, directly influencing corporate culture and how operating rules officers enforce rules compliance. Findings for each of the five focus group questions are categorized by type of response. Specific recommendations for structural change and follow-on work are also discussed. KW - Compliance KW - Corporations KW - Culture (Social sciences) KW - Education and training KW - Information management KW - Operating rules KW - Railroad traffic KW - Railroad transportation UR - http://ntl.bts.gov/lib/33000/33600/33649/33649.pdf UR - https://trid.trb.org/view/968125 ER - TY - RPRT AN - 00748859 AU - Terada, M AU - Smith (Wilbur) and Associates AU - Federal Railroad Administration TI - ANALYSIS OF SPECTRUM UTILIZATION AND MESSAGE LENGTH STATISTICS FOR THE RAILROAD LAND MOBILE RADIO SERVICE PY - 1997/11 SP - 42 p. AB - In support of the Federal Railroad Administration of the United States Department of Transportation, the Institute for Telecommunication Sciences (ITS) has completed a field spectrum utilization survey designed to examine individual channel utilization and message length distributions. The measurement system was developed by ITS staff members to measure signal strength in each of the 91 channels used by the railroad industry in the frequency band from 160.215-161.565 MHz. The measurement system surveyed three different types of traffic over the channels, propagation environments, line-of-sight conditions, and electromagnetic interference. Three cities were selected for the spectrum usage measurements: Kansas City, Missouri; Saint Louis, Missouri; and Chicago, Illinois. These cities were chosen because they are important railroad centers, and the radio traffic at these locations was expected to be some of the busiest in the country. The measurements were made in railroad yards with site selection assistance from Union Pacific. KW - Communication systems KW - Frequency distributions KW - Measurement KW - Message processing KW - Messages (Communications) KW - Mobile communication systems KW - Radio KW - Radio signals KW - Railroad signaling KW - Railroad signals KW - Spectrum analysis UR - http://ntl.bts.gov/lib/20000/20400/20418/PB98126345.pdf UR - https://trid.trb.org/view/483878 ER - TY - RPRT AN - 00745287 AU - Federal Railroad Administration TI - HIGH-SPEED GROUND TRANSPORTATION FOR AMERICA. OVERVIEW REPORT PY - 1997/09 SP - v.p. AB - This report examines the economics of bringing high-speed ground transportation (HSGT) to well-populated groups of cities throughout the United States. The purpose is to draw nationwide conclusions from projections of the likely investment needs, operating performance, and benefits of HSGT in a set of illustrative corridors in several regions. KW - Feasibility analysis KW - High speed ground transportation KW - Intermodal Surface Transportation Efficiency Act of 1991 KW - Investments KW - Needs assessment KW - Operational procedures KW - Operations KW - Performance evaluations KW - Technology assessment UR - http://www.fra.dot.gov/eLib/details/L02519 UR - http://ntl.bts.gov/lib/11000/11500/11545/cfs0997all.pdf UR - https://trid.trb.org/view/474070 ER - TY - RPRT AN - 00789101 AU - Federal Railroad Administration TI - GHWAY-RAIL CROSSING ACCIDENT/INCIDENT AND INVENTORY BULLETIN NUMBER 19, CALENDAR YEAR 1996 PY - 1997/08 SP - 103 p. AB - This eighteenth annual report combines Highway-Rail Crossing Accident/Incident statistics with the National Highway-Rail Crossing Inventory. Accident/Incident data are compiled from monthly reports filed by railroads. The National Highway-Rail Crossing Inventory contains sight-survey data about individual crossings and is provided voluntarily by states and railroads. Information on accidents/incidents and crossings is presented in the following sequence: Historical data on highway-rail crossing accidents/incidents at public crossings; Summary of 1996 accidents/incidents that occurred at public crossings sites; Physical and operational statistics for all public at-grade highway-rail crossings as described in the inventory on July 19, 1997; and Summary of 1996 accidents/incidents occurring at private highway-rail crossings and tabulations of private crossings in the inventory. The majority of the accident tables and charts shown in this bulletin provide information on motor vehicle accidents. Those tables and figures that do not refer to motor vehicle in their title contain data for all accidents/incidents. KW - At grade intersections KW - Crashes KW - Incidents KW - Motor vehicles KW - Railroad grade crossings KW - Statistics KW - Tables (Data) UR - https://trid.trb.org/view/647642 ER - TY - RPRT AN - 00743953 AU - Samavedam, G AU - Gomes, J AU - Kish A AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - INVESTIGATION ON CWR LONGITUDINAL RESTRAINT BEHAVIOR IN WINTER RAIL BREAK AND SUMMER DESTRESSING OPERATIONS PY - 1997/08 SP - 74 p. AB - This report presents the results of investigations on the rail anchor/fastener effects on rail movement and the resulting rail force distribution in continuous welded rail (CWR) track during rail breaks and destressing operations. Two types of tests are used, one for simulating winter rail break and another for destressing operations in summer. The winter rail break test is used to determine the size of the rail gap and the length of the disturbance zone in rail neutral temperature that occur when the rail breaks. The summer rail destressing test is used to determine the deanchored zone length and the rail length to be cut when the rail is destressed. The results are correlated with analyses. The results will be useful to the industry in optimization of their destressing operations. KW - Continuous welded rail KW - Destressing operations KW - Disturbances KW - Rail (Railroads) KW - Rail break KW - Rail fasteners KW - Rail gap KW - Rail stress KW - Stresses KW - Test tracks KW - Track tests KW - Winter maintenance UR - http://ntl.bts.gov/lib/42000/42600/42699/ord9701.pdf UR - https://trid.trb.org/view/471938 ER - TY - RPRT AN - 00741840 AU - Federal Railroad Administration TI - ACCIDENT/INCIDENT BULLETIN, CALENDAR YEAR 1996 PY - 1997/08 SP - 110 p. AB - This document is prepared from accident/incident reports submitted by the railroads to the Federal Railroad Administration in accordance with Regulation 49 C.F.R. 225. Bulletin 165 is a summary of accident/incident data reported by 704 railroads for calendar year 1996. The scope of the data reported includes historical accident trends, train accidents by track classification, accidents by class of track, train accidents and mileage by month, train accidents by type of accident, train accidents and hazardous materials, accidents by state, months and causes, fatalities, injuries to employees and accidents resulting from track, roadbed and structures by cause. KW - Crash analysis KW - Crash data KW - Crash reports KW - Crashes KW - Derailments KW - Employees KW - Fatalities KW - Forms (Documents) KW - Laws KW - Railroad crashes KW - Railroads UR - https://trid.trb.org/view/573803 ER - TY - RPRT AN - 01543176 AU - Federal Railroad Administration TI - Assessment of Micro-Superconducting Magnetic Energy Storage (SMES) Utility in Railroad Applications: A Report to Congress PY - 1997/07 SP - 40p AB - At the direction of the U.S. Congress, the Federal Railroad Administration (FRA), with technical support from the Volpe National Transportation Systems Center (Volpe Center), investigated the feasibility of using micro-Superconducting Magnetic Energy Storage (SMES) technology to provide cost-effective energy regeneration and energy savings capability along the Northeast Corridor (NEC) for both Amtrak and commuter rail operations. The approach has been to review the current technical literature and other background information on SMES concepts, materials, designs, and benefit/cost projections. In addition to this independent review, comments from recognized experts in government, industry and academia were solicited and their input was considered by the FRA and the Volpe Center in assessing micro-SMES technology maturity and suitability to improve or upgrade the efficiency of rail operations along the NEC between Washington and Boston. On the NEC, trains currently use a combination of friction and dynamic braking as the means for slowing down and stopping. In dynamic braking, the traction motors function as generators converting the kinetic energy of the train into electrical energy. This energy is then dissipated as heat in resistor grids. There is an opportunity to recover this energy and to reuse it to reduce the amount of energy purchased for propulsion via redistribution or an energy storage system such as micro-SMES. Based on this preliminary review and technical analysis, it appears that SMES technology with current capabilities does not presently "provide cost-effective regeneration and energy savings capability along the NEC for either Amtrak or commuter rail." KW - Benefit cost analysis KW - Energy storage systems KW - Micro-superconducting magnetic energy storage KW - Northeast Corridor KW - Railroads KW - Technological innovations UR - http://ntl.bts.gov/lib/52000/52700/52750/Assessment_SMES.pdf UR - https://trid.trb.org/view/1329662 ER - TY - RPRT AN - 00975801 AU - Thomas, G R AU - Raslear, T G AU - Kuehn, G I AU - IIT Research Institute AU - Federal Railroad Administration TI - THE EFFECTS OF WORK SCHEDULE ON TRAIN HANDLING PERFORMANCE AND SLEEP OF LOCOMOTIVE ENGINEERS: A SIMULATOR STUDY PY - 1997/07 SP - 34 p. AB - Current Federal regulations governing Hours of Service for locomotive engineers allow work schedules that have backwards rotating shift start times. Locomotive engineers who work under such schedules can accumulate a progressive sleep debt over a period of days. The present study demonstrates that schedules which have these characteristics are easily composed and do, indeed, result in sleep durations which are considerably less than those obtained by the general population. The locomotive engineers in this study, while working on such schedules, reported progressive decrease in subjective alertness across the duration of the study. Moreover, several aspects of job performance, including safety sensitive tasks, degraded during the same time period. This suggests that current Federal regulations governing Hours of Service have the potential to allow work schedules which degrade the job performance of locomotive engineers and reduce the safety of railroad operations. KW - Alertness KW - Circadian rhythms KW - Fatigue (Physiological condition) KW - Hours of labor KW - Locomotive engineers KW - Performance KW - Railroad safety KW - Railroad simulators KW - Regulations KW - Sleep deprivation KW - Work schedules (Personnel) UR - http://www.fra.dot.gov/Elib/Document/2835 UR - https://trid.trb.org/view/702585 ER - TY - RPRT AN - 00742550 AU - Samavedam, G AU - Blader, F AU - Wormley, D AU - Kish A AU - Snyder, M AU - Gomes, J AU - Research and Special Programs Administration AU - Federal Railroad Administration TI - ANALYSIS OF TRACK SHIFT UNDER HIGH-SPEED VEHICLE-TRACK INTERACTION. SAFETY OF HIGH-SPEED GROUND TRANSPORTATION SYSTEMS PY - 1997/07 SP - 116 p. AB - This report describes analysis tools to predict shift under high-speed vehicle-track interaction. The analysis approach is based on two fundamental models developed (as part of this research); the first model computes the track lateral residual deflections under vehicle passage, whereas the second determines the lateral dynamic loads generated as the vehicle negotiates misaligned tangent or curved tracks. The track, residual deflection model takes the loads from the vehicle dynamic model as inputs and is based on a quasi-static beam theory and an appropriate trilinear constitutive representation for the tie-ballast lateral resistance under the wheel vertical loads. The vehicle dynamic model is based on a multibody simulation which maintains a wheel-rail rolling contact connection with a complaint track representation. Computer codes (OMNISIM) for track residual deflection and for vehicle multibody simulation with complaint track element have been developed to facilitate parametric study. OMNISIM, which has been developed through extensive modifications of previous programs (which do not permit a complaint track element) is shown to have several advantages including accuracy in the evaluation of loads and wheel climb predictions. KW - Car wheels (Railroads) KW - Deflection KW - Dynamic loads KW - Dynamics KW - Force KW - High speed ground transportation KW - Rail (Railroads) KW - Railroad tracks KW - Residual stress KW - Rolling contact KW - Track deflection KW - Train track dynamics KW - Wheels UR - http://ntl.bts.gov/lib/42000/42700/42700/ord9702.pdf UR - http://ntl.bts.gov/lib/5000/5300/5377/674.PDF UR - https://trid.trb.org/view/573986 ER -