sign in sign up
<<
Home , Commuter rail, Electric multiple unit, Pacific Electric

CHAPTER 2: OPERATING STANDARDS, PRACTICES, AND ISSUES ASSOCIATED WITH JOINT OPERATIONS

2.1 OVERVIEW current safety is not compromised but in fact enhanced. In doing so, risk factors and Developing an understanding of the critical mitigation associated with this topic are issues vital to successful joint operation of addressed. This chapter addresses these railroads and rail transit requires an issues by noting characteristics of various appreciation of the physics and operations and services and the benefits of interrelationships of mass and motion, and joint operations. Two caveats inform this the dimensional characteristics of the discussion: and the physical plant. safe, ! Total Physical Separation of dependable operation must consider passenger and freight movement is acceleration and deceleration, and preferred for safety and operational accommodate practicalities such as reasons. Further separation of station/terminal stops, switching, operation by speed or service mode overtakes, and potential service delays. (e.g., and High- Traversing the physical plant requires the Speed Rail or Commuter Rail and support of systems and personnel to DMU/LRT operation) may also be monitor and control this movement. All of justified. these factors are ultimately incorporated in a set of operating standards and ! Temporal Separation of modes or procedures. equipment can be an effective, simple, and straightforward solution. Reconciliation of relative differences in the It does not, however, provide the dynamic performance of freight and most efficient use of the track passenger equipment operating on shared capacity. Temporal separation as track in joint service involves: now practiced in North America is exclusive use/time sharing of the ! A brief perspective on the evolution of operating philosophy railroad, not simultaneous joint use or co-mingling of movements. ! Operational dynamics of a variety of equipment This research is directed at true joint use, or concurrent shared track by ! Operating policies, standards, and procedures railroads and rail transit. ! Operations planning and practice When space, demand, or economics ! Management and personnel resource suggested that the same track be used for considerations in operations various types of service, ranging from light ! Scheduling strategy rail to the heaviest freight , the earlier ! Physical plant (covered in chapter 3) railroad managements generally accepted Chapter 2 investigates the feasibility of co-mingling operations. Under single adapting standard railroad or transit ownership and operation, such joint uses practices, as appropriate, in a joint use were considered routine and normal environment so that the physical plant can operating decisions during the course of be used safely and at optimum capacity. It business. Railroads varied in executing will identify or propose operational joint use depending on local practices and modifications essential to ensuring that needs. The competing and conflicting demands that joint operations generate

Chapter 2 — Page 1 require change in current thought. Any containers (of various intermodal form of joint operation likely necessitates technology). altering current operating documents, procedures, and practices. Labor issues ! Unit trains devoted solely to the bulk could also arise. Therefore, the shared shipment of one low-value track cost benefits need to outweigh these commodity, such as coal or crushed operating and safety difficulties. stone, or to the shipment of one class of finished goods, such as 2.2 RAILROAD OPERATIONS EVOLUTION automobiles.

2.2.1 Evolution of Railway Operations Practice In the past, street railways, electric railways, and rail The common use of railway track for systems also developed around the concept multiple purposes is as old as the industry of serving multiple markets. While these itself. Steam railroads grew around the systems were primarily oriented toward concept that each railroad line could be passenger , their facilities were often used for both local passenger and freight utilized for other purposes, such as services. Main lines subsequently shipping mail and newspapers. Freight developed to the point of accommodating a shipments sometimes even involved the wide diversity of services on shared track interchange of standard freight cars, within one right-of-way. The former received from steam railroads, for delivery railroad, from New York to local customers. For example, the City to , DC, is a good Transit Authority delivered example, including: hopper cars of coal to local sidings along its elevated line well into the 1970s. Such ! Express passenger trains. services are no longer common. Among the most dramatic domestic ! Local passenger trains. examples of co-mingling operations are the historic precedents of the interurban ! Regional commuter trains, electrified or steam. electric railway industry in the North America. ! Local and line-haul general freight Several large interurban electric railway services. operations shared track between electric passenger and package express cars and ! Time-sensitive shipments carried interchanged electric, steam and diesel aboard passenger trains, including hauled freight rolling stock. Best known of .S. Mail and Railway Express these included the (CA), parcel shipments. Illinois Terminal (IL,MO), Piedmont and Northern (NC,SC), Electric, ! Fast freights carrying perishable Sacramento Northern (CA), Lackawanna & commodities. Wyoming Valley (PA), Chicago, South In the modern era, two additional uses Shore & South Bend (IL,IN), and Chicago, have evolved that increase operating North Shore and Milwaukee (IL,WI) . Although these interurbans complexity: eventually lost their corporate identity and were merged into larger railroads, several ! Specialized freight trains carrying truck-trailers, roadrailer trailers or interurban routes survive today because they concentrated increasingly on the

Chapter 2 — Page 2 freight side of their business. In the ! "interurban electric railways" process, they ceased to be interurbans. handling isolated interchange freight Specifically, over time they: and passengers

! built freight bypasses around points to of congestion and ! "railroads" providing some passenger ! reduced or eliminated street running service as part of the general (steam) railroad system of the U.S. (&M, ! upgraded facilities to "steam" NYW& and Chicago Tunnel Ry. railroad standards to handle heavy excepted.) interchange traffic, and built freight interchange connections Under the Railway Labor Act of June 21, 1934, a determination was made on the ! marketed themselves as freight status of 15 borderline electric interurban carriers, instituted innovative railway entities. Fourteen were found to be services "railroads" for regulatory and labor purposes in separate decisions during the ! cultured relations, or became years 1935-1936. They are listed below affiliated, with connecting railroads with their current disposition:

! were large enough to cover exclusive 1. Electric Railway (abandoned, territories, shippers, or freight portions converted recently to LRT) markets 2. Sacramento Northern Railway ! may have had railroad parents (converted to freight feeder by parent (Southern Pacific owned the Pacific SP, portions abandoned or converted Electric) who regarded their to BARTD rapid transit) interurban offspring as freight feeders 3. Waterloo Cedar Falls & Northern Railway (converted to freight) ! Converted from electric to diesel propulsion after or during passenger 4. Piedmont & Northern Railway discontinuance. (converted to freight, absorbed, or abandoned) All of these measures contributed to the isolation of freight from passenger 5. Ft. Dodge Des Moines & Southern operations until passenger service was Railroad (tourist and freight railroad) either eliminated or converted to railroad standard commuter service. The 6. Chicago Tunnel Co. etc. (freight only significance of this maturation of narrow gauge subway - abandoned) interurban railways into freight carriers is that it gradually eliminated or reduced joint 7. Chicago, South Shore & South Bend use operating practices which had blended Railroad (commuter/freight carrier railroad and standard rolling and the only rail carrier of the group stock. conducting joint passenger and freight operations. Their EMUs are A landmark decision also altered these built to railroad standards.) carriers' institutional (and joint use) status from:

Chapter 2 — Page 3 8. Des Moines and Central Iowa carriers were large statewide or interstate Railroad. (converted to freight) combinations of smaller interurban lines. They were typified by the Cincinnati & 9. Utah Idaho Central Railroad Lake Erie, Lake Shore Electric (Cleveland (abandoned) to Toledo), Indiana Railroad, Detroit United Railway, and New York State 10. Pacific Electric Railway (converted Railway. On these lines, little or no to local freight carrier, portions railroad interchange freight traffic existed. converted to LRT or abandoned) Joint use by freight and passenger services was accomplished with compatible rolling 11. Hudson & Manhattan Railroad (now stock operated in streets and private rights- PATH rapid transit, no freight) of-way and often in the same train consists. All of these type interurbans failed prior to 12. Oklahoma Railway (abandoned) or immediately after World War II, and 13. New York, Westchester & Boston few vestiges remain. Their construction to Railway (commuter railroad, street railway standards, reliance on street abandoned portion converted to New railway technology, and street running over York City Transit rapid transit, no key portions of their routes doomed them. freight) They were unable or unsuccessful in converting to interchange freight. 14. Salt Lake & Utah Railroad (largely Some smaller interurban railways also abandoned) evolved from primarily passenger rail carriers to exclusively freight carriers. The fifteenth carrier deemed to remain an They featured interurban and/or streetcar interurban was the Chicago, North Shore rolling stock operating with freight. and Milwaukee Railroad. Later it too Among these are the "Crandic" (Cedar became a "railroad". This railway is cited Rapids and Iowa City), Iowa Traction often as the prime example of joint use Railroad Co. (formerly Mason City and freight/passenger up till the time of its Clear Lake), Tulsa-Sapulpa Union, Sand almost total abandonment. A portion Springs, and others. Like some of the became the Skokie Swift (Dempster Street) larger interurbans, these were absorbed extension of the Chicago Transit Authority into larger railroads and some have lost (CTA) rail rapid transit system. CTA their corporate and interurban (joint use) exhibited light rail characteristics in its use identity. Several converted to freight of overhead catenary, grade crossings, and because they became corporately linked to lightweight rolling stock. a connecting freight carrier. The change of these electric railways from passenger to Other large interurban railways maintained exclusively freight has been detailed their primarily electric passenger nature historically in Hilton and Due's Interurban and function, having little or no Electric Railways. interchange freight traffic. Package Express, mail, and LCL were carried, but Non-standard gauges were selected or freight rolling stock was typically built to stipulated by regulation to prevent car street railway standards and not interchange or joint use between railroads interchangeable (except with other and streetcars or interurban systems. Joint interurban electric railways). This use was out of the question in places where smaller/lighter physical rolling stock railroads and rail transit holdings could or standard was required to negotiate street would not take the first step, .e., connected track geometry. In their final forms, these and interchangeable track. Table 2-1 shows

Chapter 2 — Page 4 Table 2-1 North American Rail Transit Electric Traction Gauges

Chapter 2 — Page 5 Table 2-1

North American Rail Transit Electric Traction Gauges (cont')

Notes: * converted to standard gauge. ** converted to standard and back. *** excluding standard gauge Norristown, Broad Street and Regional (railroad) operations 1 meter = 3.2808' 1 mm = .0394"

Chapter 2 — Page 6 the diversity in gauges on streetcar and controls allowed much faster other electric traction systems. response to control commands from the operator. It also identifies where large systems at state or metropolitan levels were isolated to ! The art of railway signaling prevent interchange with other systems, let technology advanced simultaneously alone permit joint use. on steam railroads and on rail rapid transit systems, spurred by the 2.2.2 Influence of Technological Progress in Operations demanding requirements of rapid transit operators for safe operation at During the first third of this century, the the best speeds physically achievable steam railroads and the electrified rail rapid on the closest possible headways. transit industries grew closer together in The extraordinary complexities of their use of technologies, with each the signaling and interlocking learning and benefitting from the advances apparatus required to keep high- of the other. For example: capacity subway operations safe, including the development of ! A number of eastern and mechanisms, mountainous western United States undoubtedly led to better steam steam railroads adopted railroad signal systems. electrification for tunnel or heavy gradient portions of their main lines. ! Railway signal and operational These railroads benefitted from the practices created a network of efficiency of electric traction, towers, switches, and primarily for passenger service and communications and maintenance freight service. facilities along the route. This generated a hierarchical-style ! Electrification became especially management structure to direct a safe prevalent among railroads in urban operation. It also produced a labor- areas with large bases of commuter intensive and unionized environment passengers. Several steam railroads with a large front-line supervisory adopted electric multiple-unit (rapid and middle management staff (e.g., transit-like) technology for commuter trainmasters, road masters, road services, which remained routinely foremen, yard masters, station co-mingled with all of the other masters, block operators, classes of railroad services. maintainers, division engineers, etc.). ! Rail rapid transit systems benefitted ! Current developments in from the development of steel communications-based signaling and passenger cars by the steam automatic train operation are likely to railroads, and adopted that have significant operating and technology as a major safety economic implications for any type improvement. of service. However, the cost and ! Air brakes, a major safety timing of applications, and the long- advancement of steam railroads, term impact on operational and labor became more sophisticated with their resources, remain to be seen. application to electrified multiple- unit rapid transit trains. The electro- pneumatic, multiple-unit braking

Chapter 2 — Page 7 2.3 OPERATIONAL ISSUES such as in Karlsrule, tend to provide some service redundancies, particularly in the 2.3.1 Dynamic Operating Characteristics of the Rail peaks, unless they feature different origin- Traffic Mix destination options. Depending on the specific headways involved, commuter The accommodation of the dynamic trains can consume a significant amount of characteristics of a variety of motive power the available track capacity during the peak and train consists, their capacity, and their periods. These train movements are performance, is essential to safety and typically unidirectional. reliability. The more diverse the traffic mix, the greater the need for heightened LRT/DMU operational vigilance and enhanced Use of non-compliant equipment on a rail technical and management resources. line will reflect characteristics similar to commuter rail equipment. However, Although there are certain incompatibilities capacity limitations and concern for safety between commuter trains, high-speed rail, may cause more time separation between and freight trains, these operations have trains of different types and performance. been successfully mixed over the years in LRT/DMU speeds are likely to be lower different operating environments. While than commuter rail, based on less stringent some fundamental differences between track geometry, station spacing, and U.S. and European operations exist, equipment performance features. Lower European railroads routinely handle a mix speeds or more frequent stops can demand of commuter rail, high-speed rail and even more track capacity than commuter freight operations over the same tracks. rail. In Karlsruhe, the slower LRVs have Some add lightweight passenger stock such better overall running time than commuter as rail , DMUs, and LRVs. trains in the same service because of better acceleration and less dwell time. DMU or Where passenger traffic operates, safety is LRT substituting for large consist paramount. However, dependability for the commuter trains during non-peaks may be customer remains vital to commercial and feasible because non-peak demand is social success. The objectives of safety and scaled to the frequent stop, lower density reliability are not always mutually service to which commuter rail is less supportive. It is useful to examine each of adaptable. This also creates a window for the rail mode characteristics and how they DMU or LRT exclusive non-peak use on perform in joint use. what would otherwise be a very light load on commuter trains. Commuter Rail Trains High Speed Rail Trains and Intercity Although most commuter trains are Railroad relatively high performance, approaching top speeds of 80 MPH or higher, their When compared with commuter trains, frequent station stopping patterns tend to high-speed rail trains operate at higher use excessive track occupancy in time and performance levels, capable of reaching capacity. Commuter service requires that speeds of up to 150 mph or more. Intercity trains operate on headways between 10 and passenger trains in the 20 minutes during the morning and travel at maximum speeds ranging from evening peak periods (6:30 a.m. to 8:30 79-125 mph. Higher top speeds require a.m. and 4:30 p.m. to 6:30 p.m.). more distance to decelerate and greater Commuter trains and LRT in joint use, train spacing, thus demanding more track

Chapter 2 — Page 8 capacity. This is partially offset by the fact on horsepower, train length, that higher speed generally moves trains tonnage, terrain, and the amount of along the track more quickly. In addition to switching or "work" en route, all of which higher top speed capabilities, high-speed can vary significantly. The two extremes in rail trains generally do not make frequent freight service and LRT do not blend well station stops. Although the time of track in concurrent joint use. However, occupancy is greatly reduced for the high- precedents have demonstrated that the two speed train as compared with the rail modes can be managed into joint use. commuter train, the high-speed train requires significantly increased lengths of Joint Operations unobstructed, clear track ahead. As much as five or six miles of track must be clear The concept of joint operations can include ahead for the high-speed intercity train's any combination or all of the above. designated route. When high-speed trains However, the focus here is on LRT/DMU are mixed with commuter trains in peak (non-compliant) equipment operating in a periods, an additional track is generally mixture with standard railroad equipment. required so that high-speed rail trains can The critical constraint in these operations is operate around the commuter trains. On a track capacity and the margin of time and typical reversible two-track system, this space to separate train movements. Where overtake situation consumes a significant multiple tracks and interlockings exist, amount of available track capacity. traffic and speed separation are feasible. Typically, however, these joint operations Freight trains are likely to use an existing single freight track or limited infrastructure resources Different classes of freight trains have where any freight movement can vastly different performance potentially slow or obstruct passenger characteristics. Perhaps the lowest class of movement. Joint operating procedures and freight train is the wayside industrial practice must be able to cope with these switcher, which stops frequently at local variables. shippers to set out and pick up the cars. This class of freight train consumes a 2.3.2 Operations Policies, Standards, and Procedures significant amount of track capacity because of extended periods of track Domestic Operating Philosophy and occupancy, but is otherwise slow speed. Benefits The highest class of freight train is mail or A common remedy for a mixed traffic time-sensitive consists, frequently in a corridor requiring more capacity is to add mixed intermodal configuration. These more tracks, interlockings, and fail-safe trains are priority movements and consist measures. Since high capital and of truck trailers and/or container cars. maintenance costs are associated with Although their acceleration and braking adding facilities to accommodate increased performance is not on a par with passenger train traffic, conventional, owner-oriented trains, these trains frequently operate at solutions seek to either avoid this expense speeds up to the 70 mph range. In between or burden the tenant operation who seeks these two extremes are three other classes more access and capacity with the of trains, all with slightly different additional capital and operating costs. performance characteristics. These three Centralized Traffic Control (CTC) was a classes are "time freights" or "hotshots," traditional measure to gain more capacity general merchandise trains, and mineral or from existing or reduced track facilities. bulk unit freight trains. The performance capability of these trains depends largely

Chapter 2 — Page 9 Other solutions include reactivating Operating Rules and Standards parallel abandoned or disused track beds and diverting certain train traffic to reduce All rail properties operate on the basis of congestion. Surplus capacity exists in their individual book of rules. These rules former multiple track beds rendered vacant establish and document all required by reducing the number of tracks. These practices to run trains safely, proposals often generate opposition from accommodating all varieties and speeds of local property owners, who were told that traffic on that system. The book is a living the railroad in their back yard was document that is changed and reissued abandoned years ago, or who became regularly. All operating employees are accustomed to reduced train traffic. Other required to show proficiency in its environmental issues related to noise, specifications. These rules cover: vibration, or pollution often surface as well. ! Dispatching ! Signaling Regarding track capacity, a freight railroad ! Communications company asked about the operation of ! Train orders and other authority for foreign commuter-based traffic over its line train movement may respond that there is "insufficient ! Control of a single track capacity." Investigation into the issue of ! Protection of Work Equipment insufficient capacity often discloses that ! Absolute Block rules scheduling, rather than capacity, may be ! Characteristics of railroad equipment the problem. and infrastructure

A typical section of railroad is comprised 2.3.3 Northeast Operating Rules Advisory Committee of track, signals, interlockings, structures, (NORAC) real estate, etc. From the standpoint of investment capital, this makes almost any The Northeast Corridor (NEC), one of the section of railroad line a costly resource. most complex and dynamic railroad Some freight railroad main lines do not operating environments, since the mid fully utilize this very expensive resource to 1980s has produced a rule book that its optimum potential. In short, freight combined many practices of participating railroads do not often operate trains on a member railroads. An examination of this precise or reliable schedule, which is document serves to illustrate the extent of essential for joint operations. Random or coverage and the detail of operating rules flexible operation of freight trains often applied to a rail line hosting a variety of results in a scenario in which there is little train types and performance. The example train activity on any defined section of line is excellent for any proposed system and for long periods of time, yet there are can serve as a guide for joint operations isolated instances when the same section of with appropriate modification to vehicle, line is completely "maxed out." The result signal, and service characteristics. is often the creation of a queue where trains wait for each other, causing Especially important is the recognition that cascading delays or impacting movement these rules were developed cooperatively of other trains similar to air traffic awaiting among those who share NEC track. take-off.

Chapter 2 — Page 10 Their objective was a safe, well- ! Electric Multiple-Unit commuter regulated operating atmosphere in which trains (NJT, SEPTA). passenger trains of many types and freight ! Self-Propelled diesel traffic of differing classes efficiently share trains (e.g., RDC; SPV-2000, railroad facilities owned by both private although no such trains may be railroads and public agencies, to the mutual actually operating on NORAC or benefit of shippers, passengers, and the NORAC proximate systems at this public at large. time; MARC; SEPTA; LIRR; MN; NJT,; etc.). The NORAC Book of Rules is the means by which it has become possible for multiple ! Time-sensitive freight (containers, carriers to safely and simultaneously etc.) (, Express, operate their respective trains over a Triple Crown, NS, CSX). common section of track. The NORAC rules are sufficiently comprehensive to ! Slow or heavy unit-trains of accommodate numerous and complex commodities (Conrail). operating situations. ! Mixed, general freight (Conrail, NORAC Operating Rules and Their P&W, CP/St. &H/D&H, ST). Application ! Local freight switching operations, The Northeast Operating Rules Advisory and interchange between regional Committee worked to develop and carriers and line-haul freight implement a single, unified Book of Rules railroads (Conrail, P&W). governing the operation of Amtrak, including their contract commuter ! Maintenance-of-Way trains. operations in the NORAC territory, as well as Conrail, SEPTA, NJ TRANSIT, and ! Passenger Terminal, switching, and several regional freight railroads. Some yard operations (Amtrak/LIRR and regional short lines are members, though formerly Washington Union they do not operate on the corridor. Terminal). By adopting the NORAC Book of Rules, Detailed procedures describe practices and the member railroads have achieved a requirements for: single basis for the safe and fully co- mingled operation of the following ! Multiple Signal Systems: NORAC activities: rules bring uniform signal ! High-Speed passenger trains (Amtrak definitions (for every variation of Metroliners). each aspect) to all of the various signal systems utilized by the ! Intercity passenger trains (Amtrak member railroads, including Northeast Direct and long distance position-light signals, color position- intercity services). light signals (two types), color-light signals (several types), cab signals ! -hauled (or push- (including Color Light, Position pull) commuter trains (MARC, NJT, Light, stand-alone, or in conjunction CONDOT, MBTA). with wayside signals). ! hauled push-pull commuter trains (NJT, SEPTA, MARC).

Chapter 2 — Page 11 NORAC Operating Rules - Figure 2-1

Chapter 2 — Page 12 ! Train-order signals, including Results of NORAC Rules temporary block stations. The NORAC members have worked ! Hand, flag, and hand-held lantern cooperatively to implement their unified signals. Book of Rules. They have demonstrated a clear commitment to joint use ! Operation in unsignalled (or "dark") collaboration and compromise to achieve territory. common objectives. This commitment has established precedent toward overcoming ! Directional control of operation, and any barriers to the concept of joint use or overall methods of operation. shared track. Its application has generally been of benefit in several ways: ! Single-direction signaling (Rule 251). ! Clear and uniform rules help employees who must operate trains ! Dual-direction signaling (Rule 261). through the territory of several railroads. Previously, these ! Full traffic control system signaling. employees were required to qualify ! Timetable - Train order manual on the individual rulebooks of every methods. railroad over which they operated.

! Issuance of train orders: One of the ! Rule contradictions, especially as most significant safety between neighbor railroads, have accomplishments under NORAC has been eliminated. been the development of a clear, ! Communication between unified, single-form train order, participating rail carriers has been whose transmission and issuance can enhanced and put on a routine basis be accomplished in an expeditious as entry to other issues of common manner. interest. Obviously, any document covering as ! Particular attention has been given to many different operating circumstances as developing the most expedient, safe the NORAC Book of Rules will methods for time-critical safety tasks, occasionally require amplification or such as giving Train Orders by radio. modification in order to adequately suit all local situations. All variations in the ! Training costs and lost time for application of NORAC rules necessary to multiple annual rules classes and re- meet special circumstances are called out certification examinations have been in the Special Instructions in the Employee reduced. Timetables. As is customary on all railroads, complete working knowledge of ! Safety has been improved through such exceptions and the Special simplicity and certainty. Instructions in general must be proven by each employee as part of their One of the few difficulties in the NORAC examinations for qualification on specific approach is that membership is voluntary. territories. Thus, the rules have not, as yet, been fully adopted by all affected railroads in the Northeast Corridor. Both the RR (LIRR) and Metro-North RR (MNRR)

Chapter 2 — Page 13 have included cooperative operating book, or a joint public timetable in arrangements with Amtrak and others cases of integrated transit service. outside the scope of NORAC. ! Operating Priorities: Recognizing The above results are sound goals for any that it is not always possible to operation in the planning stage. operate exactly to schedule, all joint Responsible planners are advised to operators must necessarily have an acquire a variety of rule books and select understanding, in advance, of how those which closely resemble their schedule deviations will be proposed operation. Development of new dispatched. Where freight trains do or revised rules for a specific territory will not adhere to timetable operation, it require the participation of Rules and is essential that the parties Operating staff of the host railroad in understand how they are to be conjunction with the system planners. handled (e.g., operation only during late-night hours; operation as 2.4 OPERATIONS PLANNING AND PRACTICE convenient to passenger schedules, etc.). The existence of operating rules and standards creates the framework for a safe ! Recovery from Delay Strategies: In and reliable operation. The implementation the arena of intensive passenger and practical effects of these rules require service, dispatchers routinely operation planning prior to any financial approach their work with pre- decision on joint operations. planned strategies for recovery from delays. These tools, crafted from the 2.4.1 Operations Planning for Dispatching Joint Operations collective knowledge and experience of all users of the affected line, are In order for high traffic density to be fundamental in achieving a prompt efficiently managed in a territory with recovery. While responding to multiple carriers, thorough, thoughtful, and operating disruptions is one of the cooperative advance planning of operations train dispatchers' key duties, it may is required. not be reasonable to expect that dispatchers could always develop the ! Scheduling: Precise timetables need most effective strategies, equitable to to be prepared by all parties involved all parties, in the midst of an in joint operation which accurately operational crisis. Training exercises reflect the differences in speed of the simulating various operational various classes of traffic, and allow disruptions and critical situations are adequate running time for local also very effective in building services. Usually, the proprietor dispatchers' skills. railroad takes the lead in schedule preparation, working with all of the ! Unscheduled Services: Where tenant carriers on a mutually multiple carriers jointly share track, a agreeable plan. Scheduling may be clear understanding of how extra reduced to reserving operating and/or unscheduled trains will be windows for freight train track handled is essential. Random occupancy and may require more operation of freight services is not an precision for local freights. It can acceptable practice in such take the form of an operating circumstances. These situations schedule for employees, a joint rule become particularly troublesome where there is a very closely

Chapter 2 — Page 14 scheduled in passenger Specialized maintenance such as services into which a freight extra wheel truing may be shared as must be inserted. Also troublesome is cooperatively accomplished between where a difference exists in overall rail transit and railroad carriers. operating speed between passenger and freight operations. ! Scheduling Maintenance: Related to physical plant issues is the ! Communication among Joint necessity to provide a maintenance Operators: The most important aid window for track, signals, and other to achieving quality operations for all items of infrastructure. Procedures carriers on a shared railroad is the for sharing track, operating windows, maintenance of open and frank and passenger information are communications between the essential elements of agreement operations staffs of all interests. The between joint use partners. most senior officials of all of the carriers must establish a tone of ! Handling Emergencies: The cooperation at every organizational greatest test of the relationship level to preserve harmony and run between railroads sharing track space trains efficiently. and time comes in the handling of emergencies. When emergency ! Physical Plant Issues: One of the situations arise, all operators with an prerequisites to successful shared interest in the facility should be operation is assuring that the design expected to work together, and to of the physical plant is adequate to willingly pool personnel and meet the needs of all concerned. This equipment to resolve the emergency is a multi-faceted issue, involving not as quickly as possible. The most only track capacity, but the adequacy effective response to emergencies is of signaling systems for all service achieved through the establishment types, the adequacy of of pre-planned Standard Operating communications devices, and, most Procedures. These procedures should importantly, sufficient reserve incorporate objective criteria for facilities and interlocking capacity to determining the level and nature of adequately handle recovery from response required and designate in delays. Cost estimates and allocation advance who (by title and position) is among users whose demands on the in "charge". plant vary should be the subject of formal agreement. ! Fleet Management: Sufficient equipment must be available for the ! Sharing Support Facilities: In some passenger service, including "hot of the more sophisticated railroad spares" on standby, and placement of joint operation arrangements, two or "protect" equipment at locations more carriers may share support appropriate for a quick response. facilities, such as engine terminals, coach yards, and other maintenance ! Cooperative Analysis of Actual bases. The landlord railroad is Operations: One of the unavoidable usually responsible for overall realities of joint operation is that the maintenance-of-way, but neighboring tenant carriers are rarely fully operators may wish to develop satisfied with dispatching, leaving arrangements to share specialty the landlord carrier feeling equipment or other costly assets. unappreciated. Maintaining a

Chapter 2 — Page 15 cooperative approach to solving achieving safe operations in new complex operating dilemmas is crucial to safe joint operating environments. and responsive service. Following major service disruptions, a thorough Dispatching authority generally flows with post-incident analysis can be helpful, ownership of the right-of-way, even if not for the purpose of finding fault or multiple carriers and multiple train-types laying blame, but in order to develop are handled within the same geographic protocols for improved future territory without regard to quantities of operation. service. Depending upon the communication and signaling facilities ! Other Mechanisms: Organizations available, and the railroad traffic density, at national and regional levels dispatching practices vary considerably. promote better understanding between operating staffs on an In the very newest, high-tech facilities informal basis. In the New (e.g., Amtrak CETC offices) the functions York/North Jersey area, the of Train Dispatcher, Traction Power Metropolitan Association of Rail Dispatcher, and Block Operator may all be Officials (MARO) bring together rail accomplished from one office for hundreds transit and railroad (passenger) of miles of railroad. Dispatching may be operating personnel. A similar shared among users, as demonstrated by function is performed at the national the Amtrak/LIRR joint operations center level by American Association of for the Penn Station NY complex. Railroad Superintendents (AARS), American Railway Engineering The Amtrak CETC Office Association (AREA, now AREMA) controls most Amtrak operations from just and others. north of Washington, DC, to just south of Trenton, , as well as housing 2.4.2 Controlling Combined Operations of Mixed Traffic conventional dispatchers for the Amtrak The procedures and operating rules by Harrisburg Line. Within this territory, which trains are dispatched, and the CETC handles not only Amtrak traffic of methods by which signal aspects are many classes, but also MARC commuter displayed, read, accepted, acknowledged, trains, SEPTA commuter trains, NJ and obeyed are the foundation of safe TRANSIT commuter trains, and freight railroad operation. Precise adherence to interfaces with Conrail, CSX, CP, and established rules and operating procedures other regional carriers. is especially important in an environment Standard Centralized Traffic Control of joint operation of multiple train types (CTC) stations can control large territories and multiple carriers sharing track. of railroad with technologies of varying As discussed earlier, the amalgamation of sophistication; some being operated in several bankrupt multi-purpose railroads conjunction with manual dispatching into freight-only Conrail, and the methods, while others are combined with subsequent division of those assets and computerized dispatching tools. For operating responsibilities among Amtrak, example, a modern CTC station involved Conrail, regional commuter railroads, and in multiple-carrier control can be found in local freight lines separated the the Metro-North dispatch facility functions into discreet managements and controlling the entirety of the New Haven cost centers. Cost and practicality dictated, Line, which is also shared by Amtrak, however, that the new operating entities Conrail, and regional freight carriers. share responsibility and authority for

Chapter 2 — Page 16 Traditional train movement central diminished the scope and sophistication of methods involve dispatchers using paper signaling systems, in an attempt to and pencil train sheets, with telephone economize on capital and operating communication to individual towers online expenses on some marginal routes. In order at each interlocking, where block operators to keep traffic moving in "dark territory," a manipulate switches and display signals, new method of issuing abbreviated point- and where hand-written Train Orders may to-point train orders known as "Track be individually issued to train crews for Warrants" has emerged. Although this any unusual circumstance. Owing to the practice is not used in passenger territory high cost of staffing towers, conventional on NORAC railroads, it is not uncommon dispatching is rapidly diminishing. Such elsewhere in the northeast. basic methods are still commonplace in multi-purpose railroading at SEPTA, the An excellent example of complex, , and elsewhere. highcapacity, multi-purpose railroad use may be found in southern , where Amtrak operates many trains over lines the State of Florida now owns the former that are owned, maintained, and dispatched CSX between West Palm Beach by Metro North. In fact, to advance an and . Dispatching of this primarily Amtrak Northeast Corridor train from single-track railroad is performed by CSX Boston to Washington involves the from their system control center in physical facilities and/or employees of not Jacksonville, Florida. Amtrak trains just Amtrak, but also of the MBTA, Metro operate with Amtrak crews over the line, as North, LIRR, New Jersey Transit, and the CSX freight trains operate with CSX Washington Union Terminal Company. crews. However, the predominant user by far is Tri-Rail, which, through the use of an As a freight carrier, Conrail has gone to independent contractor, operates frequent considerable expense and effort to commuter trains between Miami and West deliberately separate itself, as much as is Palm Beach. practical, from the passenger railroads. Nevertheless, freight operations must 2.4.3 Typical Examples of LRT/Freight Joint Operation continue to co-mingle with passenger services at the margins of their industrial As discussed in Chapter 1, good examples operations. There are common instances of a joint (but not simultaneous) operation where Conrail is not the predominant are the (SDTI) and operator and where the commuter agencies MTA LRT (BCLR) systems, which provide the dispatching and signaling primarily serve their LRT operation but do services (e.g., SEPTA West ). accommodate freight traffic in highly restrictive temporal separation mode. The Some of the newer regional freight operating characteristics of these systems railroads' operations require entering on, or detail the breadth and complexity of issues interchange with, Conrail, or other Class I associated with joint operation. A true joint freight railroads, via Amtrak or the operation (concurrent or co-mingled) will commuter lines. compound the difficulties in conflict resolution. Specific operating details are The most primitive operating format, provided in Appendix D. manual timetable and train order dispatching methods, have actually been growing in use, as freight railroads have

Chapter 2 — Page 17 Dispatching the entrance to the single-track segments are controlled automatically by the light Both the BCLR and the SDTI have control rail vehicle's occupancy of the approaching centers, which are manned by either track circuits. "Supervisors" (BCRL), or "Controllers" (SDTI) which are responsible for the On the SDTI system, there are at least two function of dispatching both light rail and locations where a transponder arrangement freight train operations over the respective scans the vehicle's identity and establishes lines. The personnel at the control center routes depending on whether it is a freight assume the following duties with regard to train or a light rail train. SD&IV freight the function of dispatching light rail and trains still require verbal permission from freight trains: the controller prior to entering the system. They must also report clear when exiting ! Issue operating clearances that the line, as is done on the BLCR system. authorize a train's entry onto the system Circuits for grade crossing devices may be ! Record train passing times and designed into tracks or LRT overhead. monitor train schedule adherence Pacific Electric Railway placed trolley ! Authorize outages for maintenance poles on some of their diesel switching of track and electric power traction to activate the overhead wire system circuits. The "fake poles" were otherwise ! Oversee traction power system inert. This practice was isolated to parts of availability and respond to anomalies the system where interchange with parent ! Direct service recoveries and Southern Pacific was prevalent and diesel emergency response operations locomotives began assuming the functions ! Maintain log of radio of electric freight motors, under catenary communications with light rail and wire. freight trains ! Arrange for protection of work Communications equipment and maintenance personnel Both Baltimore and San Diego systems use radio as the primary means of Signaling communication between the control center, light rail, and freight trains. Wayside Signaling on both the BCLR and the SDTI telephones exist in the stations and also at is wayside, three-aspect, two-block certain other strategic locations. The automatic block signal system for the wayside phones are used as a secondary portions of line that are not street mode of communication in the event of a operation. Street operating portions of line failure of the radio system. are governed by typical "go-no go" position light signals. Operating rulebooks Absolute Block Operations define the signal rules and speeds for each signal system. The SDTI lines are double Absolute (manual) block operations are track now and the BCLR lines are used to maintain safe train separation on comprised of both single and double track both systems in the event of a systems portions. failure. Operation under "absolute block" rules severely reduces operating capacity On the BCLR system, the single-track because of the inability to maintain the segments are operated bi-directionally on required 10-minute headway operation. signal indication. Interlocking signals at Therefore, this is only used under

Chapter 2 — Page 18 extraordinary circumstances, such as loss Crew Size of signal system, loss of traction power, derailments, or any unplanned interruption One person, a vehicle operator, runs the of service. Control center personnel are BCLR and the SDTI systems' light rail responsible for the implementation and trains. Both systems use proof-of-payment supervision of absolute block operations collection and therefore the vehicle whenever it is required. operator is not involved with the fare collection process. Both systems do Track, Signal, and Traction Power System employ fare collection enforcers, but they Maintenance are not assigned to every train.

The BCLR system operates on 15-minute Time of Day Restrictions headways all day, and the SDTI system North-South "Blue Line" operates on 7.5- These restrictions are based on the theory minute headways during the peak periods that separation insures reliability and the and 15-minute headways off-peak. The clock is a valid means to separate traffic. close headway operation of both systems The passenger train operator uses the track does not provide any opportunity for track, for a specific period of time. A freight train signal, or traction power systems operator will then be assigned for other maintenance during the times that these exclusive use periods. Freight operators on two systems are operating. While it may be the San Diego and Imperial Valley possible to perform some off-track Railroad are limited to operating freight maintenance during this time, any major trains during the morning hours from 1:30 capital or maintenance projects that require a.m. to 4 a.m. Similar nighttime isolation is track outages must be performed during the the rule for freight movements on the night, when the light rail system is not Baltimore LRT system. operating. In summary, the two light rail systems This scenario creates a situation where above appear to have developed successful freight trains and light rail system programs for joint freight and light rail maintenance operations must compete for operations over the same track. The track time. The case becomes more severe relative success of the Baltimore and San on the BCLR system because most of the Diego systems can be attributed to is single track, although freight number of factors: operation is isolated to two outer (albeit lengthy) segments of the system. On the ! The freight service is not "time double track SDTI system, freight trains sensitive" and does not require have the opportunity to detour around daytime switching. maintenance activities that require track outages. ! Freight shippers and consignees can tolerate nighttime delivery/pick up at Safety procedures for operations and their industries. maintenance personnel are integrated into the Operating Rules for both systems. ! No through or local freight connecting service is required during daytime hours.

! High density light rail service is not required between approximately 2:00 a.m. to 4:00 a.m.

Chapter 2 — Page 19 ! Freight train horizontal and vertical by Federal and State regulation, which clearance issues were resolved. most commonly require an engineer and conductor on every train. Union ! Engineering standards can satisfy agreements and State regulations may both freight and light rail. require an additional crew member. Unions also require certain crafts to be assigned to ! No through or "overhead" freight specific jobs and have a seniority and skill movements are performed. structure that often limits management flexibility to adapt to changing practice or Under these normal circumstances, the new technology. Unions may separate time-of-day separation works well for both engineers, conductors, brakemen, parties. Conrail operations personnel did dispatchers, and other skill groups. This observe, however, that the constraint on local pattern varies from railroad to their operating hours restricts them from railroad and from agreement to agreement. expanding freight service in the future, This method provides a pool of trained and should there be an opportunity for qualified employees. Additionally, where developing new business. service changes are contemplated, union concurrence may be vital. Operational Limitations In short, a service involving a new Regulations aside for the moment, with operation requires flexibility to adapt to current operating practice and signal changing needs, the ability to control costs technology, concurrent or co-mingled by the application of modern technology, freight train operation does not appear to and vigilance against institutional pitfalls. be practical wherever light rail headways are less than 30 minutes on double track or Performance Control, Monitoring, and less territory. The chances of delay and Incentives exposure to risk are increased when blending trains of widely varying How is performance controlled when performance together on the same track multiple operators share tracks or are in a with no or few means of passing trains. tenant/landlord relationship? Assuming Another operating dilemma is the inability safety is a primary concern, the secondary of a typical freight train to quickly clear the requirements for a passenger operation are main track when switching a local industry on-time performance and passenger and accompanying lack of track space and comfort. Economic incentive can be switches to park, manipulate and sort created for both. Performance incentives freight cars. On a single-track system, between host and tenant discussed in comingled freight and light rail operations Chapter 1 have been used by Amtrak and are even more difficult to achieve, some commuter railroads to encourage regardless of the operating headways and good service. Some form of performance presence of passing tracks. monitoring is essential. Dispatcher's records can be used for this purpose. All 2.4.4 Management and Personnel Resource Considerations in Operations main line U.S. locomotives are equipped with event recorders and these can be Crew Size and Labor Requirements adapted to track performance. These devices can also be used to monitor Joint use proposals are influenced by operator behavior for enforcement existing labor agreements and practices. purposes. Whenever an accident or Typically, railroad crew sizes are mandated incident occurs, records produced by this equipment can be referenced.

Chapter 2 — Page 20 The tenant in a joint use agreement must the new employees return to class also identify maintenance standards to and are fully trained on the NORAC prevent degradation of service due to poor Book of Rules. Frequent quizzes and infrastructure condition. Higher standards weekly examinations identify those must be met for passenger service than for who will not be able to qualify. freight. These people are separated from the service. At the successful completion Employee Training and Certification of rules training, the employee is promoted to Assistant Conductor. Insuring a high standard of employee qualifications and performance is also ! Assistant Conductors must make important in joint operations. In the continuous progress toward full traditional railroad environment, most qualification on the physical operating employees learned their crafts characteristics of the entire SEPTA during lengthy apprenticeships. These Division in addition to culminated with written and verbal working on board the trains. A qualification examinations before a Rules prescribed number of days is allowed Examiner. In contrast, rail rapid transit for learning each line, followed by an systems have always had structured examination on each geographic training programs, through which new segment. This portion of the training employees could be trained to perform program also requires full useful work in comparatively brief qualification in Amtrak and Conrail timeframes. standards for operation of SEPTA These two formats for learning railroad trains in their territories. Once fully safety and operating practices have been qualified on the entire system, the successfully combined in the training employee is promoted to Conductor. programs developed by the Southeastern Candidates progressing are Pennsylvania encouraged to expedite their (SEPTA) for the training of new completion by the prospect of Conductors, Engineers, and Block gaining a higher position on the Operators. This serves as an example of seniority roster, where permanent employee training for engagement in status is determined by the date of railroad operations. Conductor qualification. The steps for training SEPTA train and ! As positions for Engineer become engine crew members are: available, Conductors may elect to advance to Engineer Trainee in ! Newly hired employees attend seniority order. Engineer Trainees approximately two weeks of training spend several weeks qualifying on in basic railroad safety, and in the operation of each class of rolling revenue collection. After completing stock, including troubleshooting and this instruction, they enter service as emergency procedures. Passenger Attendants, assisting qualified crews in collecting revenue, operating doors, making announcements, and assisting passengers.

! Following several weeks or months of service as a Passenger Attendant,

Chapter 2 — Page 21 Engineer Trainees must again study Federal Railroad Administration regulation each line for details such as braking has traditionally focused on assuring that points at each station, line-of-sight the carrier operates in accordance with its hazards, etc. As a Federal Railroad own published rules. This has caused Administration requirement, railroad management to weigh their safety Engineer Trainees must also precautions carefully, as they may be held complete the requisite training to be accountable. Federally licensed as a Locomotive Engineer. Following completion of In response to accidents in the 1980s, the this training, the employee is Federal Railroad Administration instituted promoted to the permanent position a program to license Locomotive of Locomotive Engineer. Engineers. These Federal licenses are now required to operate a train anywhere on the An essential and integral part of the national railroad network. The licensing training program is the development of the program also provides penalties for unsafe working skills necessary to safely operate behavior. SEPTA commuter trains while sharing track with Conrail freight trains and FTA and FRA regulations are precise in Amtrak trains, including high-speed applying standards which operators use to Metroliners. Completion of this entire manage employee infractions. This policy training sequence takes at least nine also focuses on employee drug and alcohol months, often up to a year. However, the use. This issue has been a concern of both quality of instruction and the constant railroads and rail transit systems, although screening processes guarantee a well- the level of specific Federally-mandated qualified employee. This educational regulation differs at present. Employee program is reinforced by annual mental stability is vital to maintaining a examinations that test proficiency in the safe environment in passenger services. Book of Rules. Related to this policy is the Hours-of- Safety Allowances Service Act, which regulates the length of time that a safety-sensitive employee can For the first time in history, railroads have be on duty. These rules vary by discipline. been hiring candidate employees directly For instance, a block operator or dispatcher into safety-critical positions. Until recently, may only work nine hours, followed by an secondary employment classifications interval of fifteen rest hours before the next provided opportunities to apprentice before assignment. Train and engine crew being given life-and-death responsibility. members may work up to twelve For example, the historic position of continuous hours and only require eight "Fireman" promoted to classification of the hours of rest before returning to work. Locomotive Engineer. Economic realities Both employer and employee must keep in current years have reduced staffing precise records of the actual hours worked levels and forced the situation. by each employee. An employee who Accordingly, more extensive training "outlaws" must cease working, even to the programs that qualify operating candidate extent of halting a train between stations. employees directly from raw recruits have Rail transit systems often have similar been developed. Diminished staffing working-hour standards embedded in their redundancy has created more isolation for rules and/or labor agreements, but usually crew members, who no longer have the have some flexibility when dealing with benefit of making judgments in the emergencies. company of other employees.

Chapter 2 — Page 22 2.5 SCHEDULING STRATEGIES to allow flexibility. Freight train delays could again be a problem. (Example: Alternative strategies to manage rail traffic midday Conrail local freight on lower NJ movement do exist more commonly than TRANSIT ). might be imagined. The options depend on specific service requirements, operator Temporal Separations (Night Freight policy, equipment performance, volume Movement) and speed of traffic, station spacing, placement of interlockings, signal systems, This simple and commonly implemented and other infrastructure characteristics. technique uses the clock to separate traffic. Carefully applied and managed, these The freight and passenger operations are techniques and technologies can overcome given periods of time in which all some initial objections to joint use from competing traffic is forbidden. Provisions either freight or passenger operators. The allow for maintenance, special movements, ability to agree on which methods to apply overlaps, and delays. This technique poses to satisfy the needs of a dual operation will the least risk to on-time and safe passenger require management support and operation, but creates difficulty for the incentives. The following are techniques freight operator. Risk is diminished, employed in joint use of various types, therefore this is a popular joint use with examples of each practice: technique in North America between LRT and freight railroads. (Example: BCLR, Peak-Hour Commuter Windows SDTI and former domestic operations). This workable approach depends on the First Come, First Served joint users' agreement and suits unidirectional traffic whose operation is This solution implies that the first to enter concentrated in limited peak periods. the territory possesses it until clear, then Passenger operation is ensured priority in the next in line proceeds within the this case. This technique may allow constraints of the signal system. This flexibility for expansion of service in works in a strictly freight environment, but response to demand. Some risk to not in a passenger environment, since passenger service reliability and schedule adherence and safety are timekeeping can be expected due to freight compromised. Still, it may be acceptable train delays. (Example: LIRR Montauk for a mixed variety of passenger Branch, Jamaica to Long Island City) operations. (No good mixed use examples exist, but this protocol is employed on the Off-Peak Freight Windows and Traffic Northeast Corridor). Embargo Periods Continuous Interweaving of Traffic This practical solution is a modification to temporal separation. It involves scheduling This solution involves carefully planned freight movement for periods when the line scheduling of all traffic and was common is not used by passenger traffic and is when U.S. freight, commuter, and suitable for a peak directional service or a intercity rail were operated by a single contraflow service, which is against the management. It requires well-maintained predominant flow of freight traffic. equipment, a superior signal system, Adequate track capacity and stringent train multiple tracks, proper supervision, train control are essential. Priority for flexing options, and revised freight movements or time periods will have to be movement practices. Old rule books dealt dealt with. This technique is also not likely with the "rights of trains." Precedence was established by class (priority) of train. It

Chapter 2 — Page 23 assumes regulatory compatibility between the freight track thereby into absolute rolling stock of various operators. This blocks which coincide as DMU passing may be an ideal joint use solution, but sidings, non FRA-compliant DMUs can requires institutional change and capital occupy vacant absolute blocks on the investment. Such a change would reflect freight side fleetingly as they meet European operating practice, and therefore opposing DMU traffic. This forms a type may be difficult to implement broadly here of separation with parallel tracks and because U.S. freight trains least resemble momentary "joint" use as protected by the overseas passenger and freight train size block system on the freight side. Running a and performance. (Example: NYC, DC, double track railroad as two separate Chicago, and LA). operations sacrifices track capacity, which limits the utility of this proposal to low Combining High-Speed, Commuter Rail, density services. Some additional benefits Freight, and Local Services may accrue to local freight by furnishing more flexibility to service local shippers on This solution involves methods similar to both sides of the railroads. (No current the previous one, but the addition of high- example of this exists in North America.) speed rail causes new demands on capacity. A more advanced train control 2.6 CONCLUDING COMMENT system is critical to successful high-speed operations. Isolation of true high-speed During the course of this research, operations of 110-125 mph or more is railroads interviewed indicated that preferable from an operating and safety scheduling and novel operating strategies perspective. (The Northeast Corridor is the may be fully acceptable for an existing closest in North America to this practice). operating scenario serving multiple Overseas, it is not uncommon to operate tenants. If a joint operation using these high speed trains in mixed traffic at practices is successful, a greater difficulty reduced velocity over short segments of may arise when the demand for either their route. passenger service or freight service increases, additional stops are added, or Limited Track Sharing/Absolute Block different performance characteristics are Passing Tracks proposed. Passing sidings may have to be relocated, lengthened, or multiple track This strategy combines scheduling and added. Joint use could become a victim of infrastructure and assumes two tracks, one its own success in attracting more traffic, dedicated to freight and one to passenger thereby reaching peak capacity and service. The freight track is signal blocked triggering capital expenditures and more to coincide with crossovers which in turn intense competition for increased track are spaced to serve as passing sidings for space and larger operating windows. DMU. Passing sidings may be of sufficient length to enable rolling meets. By dividing

Chapter 2 — Page 24