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The commuter rail environment has changed significantly in the past decade. Commuter rail operations nationwide are growing to meet increasing demands for service. In some metropolitan areas, operations are expanding. In others, commuter rail is finally becoming a reality. Some of the start-ups of the 1990s are now major railroads. Commuter railroads have welcomed newcomers on the manufacturing side. They are also taking advantage of new technologies to improve efficiency and safety.
The overall safety record of intercity and commuter passenger train operations in the United States has been very good. However, there are hazards involved in rail travel, as there are in all forms of transportation. In the event of a collision or derailment, train occupants are subjected to risk of injury from loss of occupied space and/or the secondary forces generated as they impact interior surfaces during the ride-down phase of the incident. In the event of a fire, passengers are subjected to risk of smoke inhalation and/or burning. Once the train has come to a complete stop, passengers must determine the appropriate action to take and may have to quickly locate, reach and operate emergency exits to self-evacuate. Should emergency responder assistance be necessary for evacuation of non-ambulatory occupants or other factors, emergency responders must be familiar with the operating environment as well as the particular rail equipment involved.
Consequently, the Federal Railroad Administration (FRA) has been very active in the development of federal regulations and the support of industry standards for the safety of passenger rail equipment, including crashworthiness, fire safety and emergency preparedness. FRA and the industry must remain vigilant to ensure that passenger railroads continue to be operated at a high level of safety, and there are several initiatives underway to promote the safety of passenger rail operations.
COLLABORATIVE RULEMAKING EFFORTS
In the 1990s, FRA developed the first set of comprehensive standards for passenger rail equipment safety and emergency preparedness in consultation with passenger railroads, rail labor organizations and numerous other interested parties. In the spring of 1995, FRA invited various organizations to participate in two separate working groups that would focus on developing passenger train safety regulations. That summer, the Passenger Equipment Safety Standards Working Group was formed to assist FRA in the development of minimum safety standards for the crashworthiness of cars, interior features that affect safety, maintenance and inspection of cars, and other aspects of passenger cars. The Passenger Train Emergency Preparedness Working Group was formed to collectively focus on evaluating issues related to passenger train emergency preparedness, including procedures and equipment.
Both working groups, which were chaired by FRA, included representatives from rail labor organizations, rail management, equipment manufacturers, states and passenger advocates. Staff from the Volpe National Transportation Systems Center (Volpe Center) of the then-Research and Special Programs Administration of DOT supported the effort. The National Transportation Safety Board (NTSB) designated staff members to advise the working groups. Emergency responders were consulted as well. Both collaborative efforts culminated in the issuance of final rules.
In 1998, FRA issued the Passenger Train Emergency Preparedness Standards final rule. One of the principal purposes of the rule is to ensure that passenger railroads, as well as those railroads hosting passenger operations, engage in careful, advance planning to minimize the consequences of passenger train emergencies. To address passenger train emergencies of various kinds, the rule requires the preparation, adoption and implementation of emergency preparedness plans and requires affected railroads to instruct their employees on the applicable provisions of their plans. The rule also requires railroads to conduct emergency simulations to determine their capability to execute their plans under a variety of emergency scenarios. In addition, the rule requires railroads to mark emergency exits and periodically inspect and test emergency window exits.
In 1999, FRA issued a final rule containing the first set of comprehensive Passenger Equipment Safety Standards. One of the principal features of the final rule is requirements for equipment crashworthiness. The final rule also established requirements for fire safety and enhanced requirements for emergency systems. Moreover, the final rule contains requirements concerning the inspection, testing and maintenance of passenger cars. Notably, the rule contains separate and more demanding standards for high-speed passenger equipment, namely the Acela Express currently operated by Amtrak.
ONGOING EFFORTS VIA RSAC
Even when FRA had completed the two passenger safety rulemakings, FRA had identified various issues for possible future rulemaking. In addition, FRA and interested industry members began identifying other issues related to the new safety standards. FRA decided to seek input and advice from the rail industry and address these issues with the assistance of FRA's Railroad Safety Advisory Committee (RSAC), which then established the Passenger Safety Working Group in 2003. Like the earlier working groups, this working group is chaired by FRA and includes representatives from rail labor organizations, rail management, equipment manufacturers, passenger advocates, and other stakeholders, as well as the NTSB. The working group formed several task forces to develop recommendations for resolving specific issues raised by various members. The Volpe Center provides technical support. The task forces have been considering results of ongoing FRA research, as well as the products of the American Public Transportation Association (APTA)-sponsored safety efforts, with a view toward enhancing FRA safety standards.
One of the task forces established by the working group is the Passenger Train Emergency Preparedness Task Force. This task force has been actively working to enhance existing regulations to address changing trends in new passenger rail car orders toward cars with intermediate or mezzanine levels, and take advantage of technological advances, as well as recent experience with train accidents. The fruits of this task force's efforts have resulted in an RSAC recommendation to issue a Notice of Proposed Rulemaking (NPRM) to enhance existing federal standards for emergency egress, rescue access and onboard emergency communication systems. FRA anticipates publication of a NPRM this month.
Separately, the Emergency Preparedness Task Force is proposing revisions to existing APTA standards addressing emergency signage, emergency lighting and low-location exit path markings — like you see on commercial airplanes. The task force has recommended incorporating these standards into federal regulations to improve train occupants' ability to identify, reach and operate emergency exits. The task force is also considering alternatives to facilitate evacuation from passenger rail cars that have rolled onto their sides during an accident.
The working group also established the Crashworthiness and Glazing Task Force. This task force has been addressing issues associated with cab car and multiple-unit (MU) locomotive end strength and has recommended incorporation of recently revised APTA standards for performance of collision posts and corner posts into federal regulations. The standards require the end structure to absorb a minimum amount of energy while at the same time deforming in a way that minimizes intrusion into the occupied compartments. The task force has also recommended criteria for the conduct of quasi-static testing of end—frame structures to determine compliance with these standards. FRA, with assistance from the Volpe Center, has separately developed a dynamic test standard with energy and deformation requirements equivalent to those stipulated in the quasi-static test requirement, in an effort to promote engineering design innovation
In addition, the Crashworthiness and Glazing Task Force has been reviewing existing glazing system test procedures for verification of compliance with current impact resistance requirements as well as for potentially more reliable alternative impact test methodologies. The task force is specifically considering new ballistic, large object and small object impact test methods and performance criteria.
NEW CRASHWORTHINESS TECHNOLOGIES
For many years, FRA has sponsored significant research efforts to improve passenger equipment crashworthiness. Specifically, with assistance from the Volpe Center, FRA established the base-line level of performance of existing conventional passenger equipment in certain collision scenarios by analyzing historical accident records and conducting (or participating in) active field investigations of accidents. The Volpe Center then developed alternative strategies to mitigate injuries identified via the accident investigations. The effectiveness of such strategies is measured via comparison of the performance of the alternative design, which is fabricated and tested, and the conventional design, which has actual accident performance experience. The information generated is used as the technical basis for development of enhanced industry procurement specifications, industry standards and/or federal safety regulations. Two examples are presented below: crash energy management (CEM) for passenger rail equipment and an improved (safer) passenger workstation table.
CRASH ENERGY MANAGEMENT DESIGNS
To further improve MU and cab car crashworthiness in train-to-train collisions, FRA has been pursuing CEM as a key safety strategy. CEM improves the crashworthiness of the entire train by absorbing the collision energy in a controlled progressive manner in designated crush zones as well as managing the inter-car interactions at coupled and colliding interfaces. These crush zones are designed to collapse in a controlled fashion during a collision, distributing the crush among the normally unoccupied areas of the cars of the train. This design strategy protects the occupied spaces in the train and limits the decelerations of the occupant volumes. Research results indicate that passenger train crashworthiness can be incrementally increased by first incorporating CEM in the cab car, then by modifying the coach cars with couplers designed to push back and absorb energy, and finally by incorporating structural crush zones in all of the coach cars. These concepts were successfully demonstrated through full-scale crash testing in March of 2006 at the Transportation Technology Test Center in Pueblo, Colo.
To illustrate the benefits of CEM, Figure 1 is a comparison of results obtained from a full-scale test involving conventional equipment and the test of CEM equipment performed in March. The impact speeds for the two tests were nominally the same, 30 mph. In the train-to-train test of conventional equipment the colliding cab car crushed by approximately 22 feet. There was no crush imparted to any of the trailing equipment. The cab car overrode the conventional locomotive. Saw-tooth buckling occurred at the coupled interfaces. During the train-to-train test of CEM equipment the front of the cab car crushed less than 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. The train remained in line and did not derail. All of the crew and passenger space was preserved.
Metrolink, which is operated by the Southern California Regional Rail Authority, has awarded a contract for a new generation of passenger equipment that will utilize CEM. The result will be a significantly safer fleet less susceptible to loss of occupant volume and more likely to remain on track and in line. FRA is monitoring the progress of the design development for this equipment. APTA has indicated interest developing a recommended practice for CEM once operational experience with such equipment is available.
IMPROVED WORKSTATION TABLES
To further improve passenger train occupant safety, FRA sponsored a Volpe Center research program to develop a safer workstation table designed to absorb energy upon impact and thus reduce the risk of head, chest, abdomen and leg injuries. The impetus for this program was two passenger fatalities that occurred due to the interaction between seated passengers and workstation tables when a freight train struck a passenger train. Conventional tables were tested in a series of quasi-static, dynamic and full-scale tests. Specialized test dummies were used to measure loads and displacements in the abdominal region due to impacts with the table edge. After the baseline level of performance was established, alternative designs were proposed and evaluated. A single design was finalized, fabricated and successfully tested as part of the CEM train-to-train test.
Figure 2 depicts three photographs: a conventional workstation table within a commuter passenger car, the improved workstation table prior to the full-scale test and the final deformed state of the improved workstation table after the test.
NEW EMERGENCY PREPAREDNESS TECHNOLOGIES/ROLLOVER RIG
FRA has recently unveiled a state-of-the-art Passenger Rail Vehicle Emergency Evacuation Simulator, also known as a "Rollover Rig." It has the unique ability to roll a full-sized, commuter rail car up to 180 degrees, effectively turning it upside down, to simulate passenger train derailment scenarios. Figure 3 shows the Rollover Rig in a 45-degree orientation. The Rollover Rig will enhance the ability of researchers to test strategies for evacuating passenger rail cars and evaluate the performance of emergency systems, such as emergency lighting, doors and windows in the cars. In addition, emergency responders nationwide now have a unique training tool to practice effective passenger rescue techniques safely in various derailment scenarios. The commuter rail car used by the simulator was donated by New Jersey Transit Rail Operations, FRA funded construction of the Rollover Rig, and the Washington Metropolitan Area Transit Authority has agreed to house, operate and maintain the simulator at its emergency-response training facility in Landover, Md.
OTHER SAFETY INITIATIVES
FRA is also embarking on additional fire safety and emergency preparedness research activities as well as promoting other strategies focused on improving passenger train safety.
Fire Safety & Evacuation Studies
Under FRA sponsorship, the Volpe Center is currently conducting emergency evacuation and fire safety research to assist in determining whether the amount of time available to evacuate a passenger rail car is sufficient, given the amount of time occupants actually need to evacuate safely using the available emergency egress features in a car. The Volpe Center's research approach is two-pronged. Findings from fire safety-related research can be used to better estimate the amount of available time for evacuation before conditions onboard become untenable due to smoke and fire. Emergency evacuation simulations can be used to predict the amount of time it takes to evacuate the cars under various circumstances and in different environments. Findings from this research may be used to supplement existing emergency egress standards.
Collision Hazard Analysis
FRA has been working on a "Collision Hazard Analysis" guide for conducting a safety review that seeks to identify and develop reasonable solutions to address collision hazards in a passenger railroad's operating environment. "Collision hazards" include conditions and activities that increase the risk of collisions between trains and other on-track equipment, motor vehicles and other objects along the railroad's right-of-way. FRA strongly believes that the performance of a Collision Hazard Analysis will strengthen the system safety process on intercity and commuter railroads. To that end, FRA has developed a draft guide for the conduct of collision hazard assessments and has asked all commuter railroads and Amtrak to perform such assessments.
Recently, FRA and the Volpe Center partnered with APTA in the first pilot project at Tri-Rail, the South Florida Regional Transportation Authority's commuter service, which volunteered to be the first commuter railroad to conduct this analysis. The Tri-Rail project proved successful and serves as a model for all other commuter operators to follow to further improve upon their system safety programs. In fact, FRA is now working with Virginia Railway Express to perform such an analysis on its property.
Sealed Corridor Project
Metrolink and FRA are working together to develop a sealed corridor plan for one of Metrolink's major routes. Protecting rail traffic from highway traffic and obstructions that can encroach on the railroad's right-of-way can significantly reduce collision risk. Strategies under this heading include increasing law enforcement efforts, improvements to highway-rail grade crossing warning devices, channelization of roadways, fencing of right-of-ways and grade separations.
FUTURE SAFETY EFFORTS
FRA has made important progress on improving the safety of passenger railroad operations, yet its work is not done. The initiatives discussed and others underway will make passenger railroads operations safer for the traveling public and railroad employees. FRA will continue to explore ways to make further safety improvements, with input from and the assistance of the passenger rail industry, so that our safety program remains informed and effective to meet the needs of the 21st century.
Jo Strang is the associate administrator for Safety at the Federal Railroad Administration.
author: By Jo Strang