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MAY–JUNE 2013 NUMBER 286 TR NEWS

Railroads and Research Sharing Track Impact Tests and Crashworthiness Safety Design for Hazmat Tank Cars Track Support for Increased Volumes Buying-In to Safety Culture Reducing Grade Crossing Incidents Implementing Positive Train Control Aligning Research Approaches 00_TRN_286_TRN_286 7/11/13 5:04 PM Page C2

TRANSPORTATION RESEARCH BOARD 2013 EXECUTIVE COMMITTEE* Chair: Deborah H. Butler, Executive Vice President, Planning, and CIO, Norfolk Southern Corporation, Norfolk, Virginia National Academy of Sciences Vice Chair: Kirk T. Steudle, Director, Michigan Department of Transportation, Lansing National Academy of Engineering Executive Director: Robert E. Skinner, Jr., Transportation Research Board Institute of Medicine National Research Council Victoria A. Arroyo, Executive Director, Georgetown Climate Center, and Visiting Professor, Georgetown University Law Center, Washington, D.C. The Transportation Research Board is one Scott E. Bennett, Director, Arkansas State Highway and Transportation Department, Little Rock of six major divisions of the National William A. V. Clark, Professor of Geography (emeritus) and Professor of Statistics (emeritus), Department of Geography, University of California, Los Angeles Research Council, which serves as an James M. Crites, Executive Vice President of Operations, Dallas–Fort Worth International Airport, Texas independent adviser to the federal gov- Malcolm Dougherty, Director, California Department of Transportation, Sacramento ernment and others on scientific and John S. Halikowski, Director, Arizona Department of Transportation, Phoenix technical questions of national impor- Michael W. Hancock, Secretary, Kentucky Transportation Cabinet, Frankfort tance, and which is jointly administered Susan Hanson, Distinguished University Professor Emerita, School of Geography, Clark University, Worcester, by the National Academy of Sciences, the Massachusetts National Academy of Engineering, and Steve Heminger, Executive Director, Metropolitan Transportation Commission, Oakland, California the Institute of Medicine. The mission of Chris T. Hendrickson, Duquesne Light Professor of Engineering, Carnegie Mellon University, Pittsburgh, Pennsylvania the Transportation Research Board is to Jeffrey D. Holt, Managing Director, Bank of Montreal Capital Markets, and Chairman, Utah Transportation provide leadership in transportation Commission, Huntsville, Utah innovation and progress through Gary P. LaGrange, President and CEO, Port of New Orleans, Louisiana research and information exchange, con- Michael P. Lewis, Director, Rhode Island Department of Transportation, Providence ducted within a setting that is objective, Joan McDonald, Commissioner, New York State Department of Transportation, Albany interdisciplinary, and multimodal. The Donald A. Osterberg, Senior Vice President, Safety and Security, Schneider National, Inc., Green Bay, Wisconsin Board’s varied activities annually engage Steve Palmer, Vice President of Transportation, Lowe’s Companies, Inc., Mooresville, North Carolina about 7,000 engineers, scientists, and Sandra Rosenbloom, Director, Innovation in Infrastructure, The Urban Institute, Washington, D.C. (Past Chair, 2012) other trans portation researchers and Henry G. (Gerry) Schwartz, Jr., Chairman (retired), Jacobs/Sverdrup Civil, Inc., St. Louis, Missouri practitioners from the public and private Kumares C. Sinha, Olson Distinguished Professor of Civil Engineering, Purdue University, West Lafayette, sectors and academia, all of whom con- Indiana tribute their expertise in the public inter- Daniel Sperling, Professor of Civil Engineering and Environmental Science and Policy; Director, Institute of est. The program is supported by state Transportation Studies, University of California, Davis transportation departments, federal Gary C. Thomas, President and Executive Director, Dallas Area Rapid Transit, Dallas, Texas agencies including the component Phillip A. Washington, General Manager, Regional Transportation District, Denver, Colorado administrations of the U.S. Department Rebecca M. Brewster, President and COO, American Transportation Research Institute, Marietta, Georgia of Transportation, and other organiza- (ex officio) tions and individuals interested in the Anne S. Ferro, Administrator, Federal Motor Carrier Safety Administration, U.S. Department of Transportation development of transportation. (ex officio) LeRoy Gishi, Chief, Division of Transportation, Bureau of Indian Affairs, U.S. Department of the Interior, The National Research Council was orga- Washington, D.C. (ex officio) nized by the National Academy of John T. Gray II, Senior Vice President, Policy and Economics, Association of American Railroads, Washington, D.C. (ex officio) Sciences in 1916 to associate the broad Michael P. Huerta, Administrator, Federal Aviation Administration, U.S. Department of Transportation community of science and technology (ex officio) with the Academy’s purposes of fur- David T. Matsuda, Administrator, Maritime Administration, U.S. Department of Transportation (ex officio) thering knowledge and advising the Michael P. Melaniphy, President and CEO, American Public Transportation Association, Washington, D.C. federal government. Functioning in (ex officio) accordance with general policies deter- Victor M. Mendez, Administrator, Federal Highway Administration, U.S. Department of Transportation (ex officio) mined by the Academy, the Council has Robert J. Papp (Adm., U.S. Coast Guard), Commandant, U.S. Coast Guard, U.S. Department of Homeland become the principal operating agency Security (ex officio) of both the National Academy of Lucy Phillips Priddy, Research Civil Engineer, U.S. Army Corps of Engineers, Vicksburg, Mississippi, and Chair, Sciences and the National Academy of TRB Young Members Council (ex officio) Engineering in providing services to the Cynthia L. Quarterman, Administrator, Pipeline and Hazardous Materials Safety Administration, U.S. government, the public, and the scien- Department of Transportation (ex officio) tific and engineering communities. Peter M. Rogoff, Administrator, Federal Transit Administration, U.S. Department of Transportation (ex officio) David L. Strickland, Administrator, National Highway Traffic Safety Administration, U.S. Department of www.TRB.org Transportation (ex officio) Joseph C. Szabo, Administrator, Federal Railroad Administration, U.S. Department of Transportation (ex officio) Polly Trottenberg, Under Secretary for Policy, U.S. Department of Transportation (ex officio) Robert L. Van Antwerp (Lt. General, U.S. Army), Chief of Engineers and Commanding General, U.S. Army Corps of Engineers, Washington, D.C. (ex officio) Barry R. Wallerstein, Executive Officer, South Coast Air Quality Management District, Diamond Bar, California (ex officio) Gregory D. Winfree, Acting Administrator, Research and Innovative Technology Administration, U.S. Department of Transportation (ex officio) Frederick G. (Bud) Wright, Executive Director, American Association of State Highway and Transportation Officials, Washington, D.C. (ex officio)

* Membership as of June 2013. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 1 TR NEWS NUMBER 286 MAY–JUNE 2013

RAILROADS AND RESEARCH: SHARING TRACK 3 INTRODUCTION Railroads and Research Sharing Track John Tunna and Deborah Butler 4 The railroad industry successfully provides safe and efficient freight and passenger transportation largely by implementing research results. Examples highlighted in this issue are drawn from the disciplines of civil, mechanical, and electrical engineering and from the science of human factors.

4 Crash Energy Management: An Overview of Federal Railroad Administration Research David Tyrell and Jeff Gordon From 1999 to 2005, the Federal Railroad Administration, working with industry stakeholders, conducted a series of six impact tests to assess the crashworthiness of rail passenger equipment, both conventional and with crash energy management features. The results can improve train crashworthiness significantly. 11 Realizing the Potential of Diesel Multiple-Unit Technology: Research Overcomes Barriers Thomas C. Cornillie 22 12 Cooperative Research in Tank Car Safety Design: How Science and Engineering Are Reducing the Risk of Rail Transport of Hazardous Materials Christopher P. L. Barkan, M. Rapik Saat, Francisco González, III, and Todd T. Treichel Railroad tank car safety in North America has improved continuously through cooperative testing, research, and standards development by industry and government. Recent design advances have followed three approaches to enhance the safety of tank cars, which transport more than 1.6 million shipments of hazardous materials each year: statistical analysis and optimization of design, structural modeling, and physical testing. 20 Transporting Hazardous Materials by Rail: Identifying Feasible, Lower-Risk Routes David Hunt, David Friedman, Mark Meketon, and Carl Van Dyke

22 Gaining Track Support to Improve Track Safety, Efficiency, and the Competitiveness of the Rail Industry Ted Sussmann, David Read, John Choros, and Shane M. Farritor 28 Track components have been hardened and strengthened to improve durability and performance, but increases in train loads and speeds, coupled with recent extreme weather events, have necessitated constant vigilance for track safety. The authors explore advances in track support and measurement systems that are ensuring a more efficient and safe performance from the track structure.

28 Evaluations of Demonstration Pilots Produce Change: Fourteen Years of Safety-Culture Improvement Efforts by the Federal Railroad Administration Joyce M. Ranney, Michael K. Zuschlag, Jonathan Morell, Michael K. Coplen, Jordan Multer, and Thomas G. Raslear To address the slow progress in reducing accidents, the Federal Railroad Administration implemented an evaluation program to identify and test system-based safety-culture interventions. The program produced four approaches and confirmed significant positive results, particularly through change effected collaboratively by labor and management. 37 Fatigue Research Improves Regulatory Effectiveness Thomas G. Raslear and Colleen A. Brennan

38 Success Factors in the Reduction of Highway–Rail Grade Crossing Incidents Suzanne M. Horton and Marco P. daSilva In the past 20 years, safety at public highway–rail grade crossings has improved COVER: Known as the Warm Springs local, a BNSF train leaves the Port of Oakland, significantly. A two-phase study identified 11 factors as likely contributors, including California, through the Jack London rulemakings, advances in the grade crossing and transportation environment, and political, Square neighborhood; the train provides societal, and economic changes. Most of the 11 factors were associated with applications of competitive access to Silicon Valley shippers. (Photo: Thomas C. Cornillie) research findings. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 2

43 Grade Crossing Electronic Document Management Systems: Developing a TR NEWS Cost-Effective, Comprehensive Inventory and Project Management Tool Steve Laffey features articles on innovative and timely 44 On Track for Railroad Crossing Safety: North Carolina’s Sealed Corridor Program research and development activities in all modes of trans portation. Brief news items of interest to Paul C. Worley the transportation community are also included, along with profiles of transportation profes- 45 Developing and Implementing Positive Train Control at BNSF Railway sionals, meeting an nouncements, summaries of Larry Milhon new publications, and news of Trans portation Research Board activities. In response to requirements in the Rail Safety Improvement Act of 2008, BNSF Railway is developing and implementing an electronic train management system to TR News is produced by the prevent train-to-train collisions, overspeed derailments, incursions into work Transportation Research Board zones, and movements through improperly aligned switches. The author describes Publications Office the testing and application of research findings and the progress to date. Javy Awan, Editor and Publications Director Lea Camarda, Assistant Editor 49 Mobile Locomotive Simulator for Human Factors Research: The Federal Jennifer J. Weeks, Photo Researcher Railroad Administration’s Cab Technology Integration Laboratory Juanita Green, Production Manager Gina Melnik Michelle Wandres, Graphic Designer 50 Trip Optimizer: Autocontrol System Saves Fuel TR News Editorial Board Suneil Kuthiala Frederick D. Hejl, Chairman Jerry A. DiMaggio 52 POINT OF VIEW Charles Fay Diverse Motivations Strengthen Rail Research Christine L. Gerencher Anthony Perl Edward T. Harrigan Christopher J. Hedges Railroad research reflects diverse priorities—the varied needs of carriers, shippers, Russell W. Houston travelers, and government—as well as the distinctive means for seeking new Katherine Kortum Thomas R. Menzies, Jr. knowledge preferred by industry, government, and universities, the author notes. G.P. Jayaprakash, Research Pays Off Liaison Each of these orientations brings strengths to measuring and managing research, and aligning the motivations can enhance the effectiveness of rail research. Transportation Research Board Robert E. Skinner, Jr., Executive Director Suzanne B. Schneider, Associate Executive Director ALSO IN THIS ISSUE: Mark R. Norman, Director, Technical Activities 55 Research Pays Off Second Strategic Highway Research Stephen R. Godwin, Director, Improving Railroad Track Program News, 60 Studies and Special Programs Maintenance Scheduling Gary J. Walker, Director, with Operations Research Launch Pad for Transportation Administration and Finance Techniques Careers: Four Years of TRB’s Christopher W. Jenks, Director, Minority Student Fellows Cooperative Research Programs Yanfeng Ouyang Ann M. Brach, Director, SHRP 2 Program, 61 57 Calendar Karen Febey TR News (ISSN 0738-6826) is issued bimonthly by the Increasing Opportunities for Transportation Research Board, National Research 58 Profiles Council, 500 Fifth Street, NW, Washington, DC 20001. Women in Transportation: Internet address: www.TRB.org. Transportation policy professor White House Forum Invites Anthony D. Perl and freight Discussion, 63 Editorial Correspondence: By mail to the Publications researcher and rail consultant Office, Transportation Research Board, 500 Fifth Katherine F. Turnbull and Street, NW, Washington, DC 20001, by telephone Peter F. Swan Marsha Anderson Bomar 202-334-2972, by fax 202-334-3495, or by e-mail [email protected]. 60 TRB Highlights 64 News Briefs Cooperative Research Programs Subscriptions: North America: 1 year $55; single issue $10. Overseas: 1 year $80; single issue $14. News, 60 65 Bookshelf Inquiries or communications concerning new subscriptions, subscription problems, or single-copy sales should be addressed to the Business Office COMING NEXT ISSUE at the address below, or telephone 202-334-3216, fax 202-334-2519. Periodicals postage paid at Washington, D.C.

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Notice: The opinions expressed in articles appearing HOTO private sector in maintaining supply chains for P in TR News are those of the authors and do not relief efforts, recent lessons learned for postdisas- necessarily reflect the views of the Transportation ter relief logistics, and a state department of Research Board. The Transpor tation Research Board and TR News do not en dorse products or manufac- transportation’s emergency management pro- turers. Trade and manufacturers’ names appear in an gram—plus reports on the effect of gasoline article only because they are considered essential. shortages after a disaster, the role of ferries in res- Printed in the United States of America. Staten Island Ferry crew and landside staff set heavy water moorings in advance of cue efforts, applications of social media in disas- Copyright © 2013 National Academy of Sciences. ter preparation and in response and recovery, All rights reserved. For permissions, contact TRB. Superstorm Sandy, October 2012, at the Ferry Maintenance Facility in New York contingency planning for airport irregular opera- City harbor. tions, and more. TR NEWS 286 MAY–JUNE 2013 3 special edition on pas- Highway–rail grade crossings are the most sig- Highway–rail grade crossings are the most of the Larry Milhon describes the evolution Anthony Perl, who contributed a Point of View Some themes emerge from the articles assem- Zuschlag, Jonathan Morell, Michael K. Coplen, Zuschlag, Jonathan Morell, Michael K. The and Thomas G. Raslear. Jordan Multer, have authors describe pilot programs that safety and achieved impressive improvements in is quickly accident prevention. The industry adopting and applying the proven procedures and techniques. only nificant causes of railroad fatalities, second safety to trespassing. Research into grade crossing behavior brings together the science of human M. Horton Suzanne with engineering technology. fac- da Silva describe several success and Marco P. tors in improving grade crossing safety. BNSF Rail- electronic train management system at this system is Through research and testing, way. become gaining enhancements and is poised to pos- solution in meeting the mandate for BNSF’s itive train control. column in the TR News a perspective on “the senger rail in 2002, offers forces that shape research performance.” How have the hopes expressed 10 years ago been ful- filled? bled in these pages. Research projects have long the easy-to-solve life cycles. In a mature industry, problems already have been addressed. Thanks in early work, broken axles are rare part to Wöhler’s The remaining problems are tough and today. of government, call for the collaborative efforts railroads, suppliers, and academia to achieve solutions. Continued funding for rail research is by the needed, along with the support offered Research Board and its associated Transportation rail committees.

provides many examples of this tradition

esearch has helped keep railroads running efficiently and safely since the early days in efficiently Changing a safety culture modeled on a mili- Ted Sussmann of the Volpe Center and coau- Center and Sussmann of the Volpe Ted Improvements in tank car safety in the past 20 Improvements in tank car safety in the David Tyrell and Jeff Gordon present the story and Jeff David Tyrell tary-style chain of command to become more open and ready to share best practices is the focus Michael K. of an article by Joyce M. Ranney, thors David Read, John Choros, and Shane M. Far- ritor describe the research and development supporting inspections of track for quality and defects. Of all railroad components, track has one of the most demanding roles, as expectations increase for higher axle loads, faster train speeds, and longer service lives. Modern inspection methods have ensured the achievement of all three of these goals. years have been a success story for the industry. L. Barkan, M. Rapik Saat, Francisco Christopher P. supply the Treichel T. González, III, and Todd research and development perspective on this achievement. the 19th century, when August Wöhler conducted when August Wöhler the 19th century, issue of fatigue tests on railway axles. This special TR News of improved passenger vehicle crashworthiness. modeling, Incorporating results from 20 years of are testing, and analysis, new passenger vehicles with entering operation in the United States inherently safe designs. continuing today. The railroad industry success- The railroad industry continuing today. freight and pas- fully provides safe and efficient senger transportation largely by implementing this issue research results. Examples highlighted in are drawn from the disciplines of civil, mechanical, science of and electrical engineering and from the human factors. R

JOHN TUNNA AND DEBORAH BUTLER JOHN TUNNA INTRODUCTION and Railroads Research Sharing Track Appreciation is expressed to TRB Senior Program Officer Christine L. Gerencher for her work in coordinating this issue of TR News. Tunna is Director, Tunna Research of Office and Development, Federal Railroad Administration, D.C. Washington, Butler is Executive President, Vice Planning, and CIO, Norfolk Southern Corporation, Norfolk, and Chair of Virginia, the TRB Executive Committee. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 3 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:04PMPage4

4 TR NEWS 286 MAY–JUNE 2013 Sharing TrackSharing Research Railroads and Crash EnergyManagement Washington, D.C. Railroad Administration, Development, Federal Research and Research, Office of Equipment Safety Manager, Passenger Gordon isProgram Massachusetts, and Center, Cambridge, Transportation Systems Volpe National Dynamics Division, Advisor, Structures and Tyrell isSeniorTechnical DAVID TYRELLAND JEFFGORDON An Overview ofFederal Railroad Administration Research A concepts, primarilyasaresult ofEuropean practice. senger railcarconstruction hasadoptedthese tures—such asseatbelts—to protect occupants.Pas- incorporate “crumplezones”and passivesafetyfea- understood inthecontextofautomobiledesignsthat are outsidetheoccupiedvolume.CEMiscommonly ture andtoabsorbtheenergy withcomponents that seeks tocontrol theloadpathintocarbodystruc- technique thatenhancescrashworthiness. CEM and weight. cipal carbodystructure withinthelimitsofspace achieved bydesigningandfabricatingastrong prin- vivable levels.Thefoundationforcrashworthiness is Crash energy management(CEM)isadesign the forces imparted totheoccupant tosur- occupant torideoutacollisionandlimits crashworthy vehiclepreserves spaceforthe advantages, suchaseaseofdesignanddemonstra- without sustainingdamage.Thisapproach offers car bodieshavebeenbuilttosupport highloads accomplished withcomputer-aided engineering. Crashworthy designsincorporatingCEMcanbe test capturesthemomentofoverride. A framefromtheconventional train-to-train impact For more than100years,conventionallydesigned

in 11fatalitiesandmanyinjuries. involved threetrainsandresulted Glendale, California,in2005 The Metrolinktrainaccidentin

: FRA : P HOTO

: M : P ETROLINK HOTO TR NEWS 286 MAY–JUNE 2013 5 Metrolink and other rail agencies are incorporating CEM in new equipment specifications. A crash energy (CEM) management sequence impact test end shows car body structures that systematically collapse when overloaded, limiting the secondary impact of the crash. ). 5 ). In addition, the results New equipment specifications increasingly are New equipment specifications increasingly

does not exceed 125 mph (4 Safety Advisory Com- Railroad have assisted FRA’s crash- mittee (RSAC) in developing recommended for high-speed trains ( requirements worthiness of spec- incorporating CEM, as evidenced by a suite of pas- ifications developed for the next generation of senger equipment. For example, the procurement Midwest, a fleet of bilevel cars for California and the specifies CEM standards. now under way,

B D : P ARRETT ON HOTO volume ), tank cars ), and passenger 2 ) in accidents. The crashworthiness research by FRA’s Office of Office by FRA’s research The crashworthiness 1999 to 2005, FRA conducted a series of six From Conventional crashworthy designs can be accom- designs crashworthy Conventional Implementing the Results has Metrolink The Los Angeles commuter railroad the impact tests to develop used the findings from of new features specifications for the crashworthiness also has helped lay the tech- equipment. The research nical foundation for assessing the crashworthiness of alternatively performance and occupant protection I passenger service, which designed train sets for Tier Crashworthiness Research Crashworthiness and Devel- of Research Office For nearly 20 years, the Administration Railroad opment of the Federal strate- (FRA) has been investigating crashworthiness of occupied the preservation gies that will ensure impact space and limit the severity of the secondary exposed. are to which the occupants environment is to build car strategy crashworthiness One effective collapse that systematically body end structures the when overloaded. CEM strategies have improved locomotives (1 of freight performance the likelihood and Development assesses Research and develops accidents and extent of damage from the accident scenarios. Safety strategies to mitigate the devel- consequences of the scenarios—including occupied opment of technologies to improve of rail pas- impact tests to assess the crashworthiness senger equipment, both conventional and with CEM The CEM designs included energy-absorb- features. The ing crush zones, located at the ends of each car. crash- can improve showed that CEM features results by the rail Full participation significantly. worthiness industry contributed to the success of these tests. carrying hazardous materials ( carrying hazardous trains (3 fuel containment, injury prevention, preservation, ana- considered, and glazing impact resistance—are the infor- produces lyzed, and tested. This research to mation to understand and apply the technology The information may be used to the rail industry. inform pol- engineer equipment, verify performance, development. standards icy decisions, and support tion of compliance, but has a limitation—only one but has a tion of compliance, in a train-to-train and absorb energy car may crush collision. calculations. Compli- plished with straightforward by applying a high load to ance can be demonstrated inspecting the car body to a car body and carefully the same after the test as it did it looks make sure only one car may crush in a the test. Because before be extensive, and occupied collision, the crush can volume may be lost. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 5 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:04PMPage6

6 TR NEWS 286 MAY–JUNE 2013 equipment design. standards; andimproved specifications and testing; developmentof analysis anddesign investigation; equipment phases: accident progress throughfour application ofresults California. Researchand accident inChatsworth, scene ata2008rail Accident investigatorson Placentia, California. An April2002crashin Generation CorridorEquipmentPoolCommittee. Equipment andImprovement ActSection305Next- and othersare jointlyled,suchasthePassengerRail 2 1 Equipment SafetyStandards Committee Transportation Association’s (APTA’s) PassengerRail some are industry-led,suchastheAmericanPublic groups are government-led,suchastheRSAC( mitted toincreasing railroad safety. Someofthese Government andindustryworkinggroups are com- Stakeholder Involvement StandardsProgram/tabid/59/language/en-US/Default.aspx. participation ofallinterested stakeholders:railroads, www.ngec305.org. www.aptastandards.com/StandardsPrograms/PRESS Whatever theirmakeup,thesegroups includethe 1 (PRESS); 6

); 2

C V : P ENTER OLPE HOTO of eventsleadingtoinjuryorfatality. 1 (page7): results consistsoffourphases,illustratedinFigure The approach toresearch andtheapplicationof Four-Phase Approach 4 3 CS-034-99%20Rev%202-Approved.pdf. Construcstruct/construcstruct%20reaffirm/ APTA%20SS- generation ofrailequipment. The newrequirements inturninfluencethenext develop regulations, standards, andspecifications. research, andtheworkinggroups applytheresults to on page8.Accidentinvestigationsinformthe dents andrelated crashworthiness research, isshown ing groups, alongwithmajorpassengertrainacci- and constructionofpassengerrailroad rolling stock. requirement (9 passenger equipmentsafetystandards (7 operating practices,andhavehelpeddevelopFRA’s safety, includingequipmentsafety, tracksafety, and tants. Thegroups address allaspectsofrailroad suppliers, labor, governmentagencies,andconsul- worthiness standards, ciation ofAmericanRailroads’ locomotivecrash- locomotive crashworthiness standards (8 www.aptastandards.com/portals/0/PRESS_pdfs/ AAR S-580,December2004,revised 2008. .Theequipmentperformance isanalyzed,and 2. Accidentinvestigationsassembleasequence 1. A timelinefortheformationofvariouswork- ), andAPTA’s standard forthedesign 3 FRA’s cabcarendframe ), theAsso- ), FRA’s

C V : P ENTER OLPE HOTO TR NEWS 286 MAY–JUNE 2013 7

PHOTO: VOLPE CENTER ), Cars used in CEM tests were modified to include crush zones and bolsters on the ends. The six full-scale tests consisted of three tests each of conventional and of CEM cars: a single car into fixed barrier (conventional, shown two coupled cars into a and one fixed barrier, train into another. 1. car into a fixed barrier, The impact of a single 2. cars into a fixed The impact of two coupled 3. led by a cab car into a The collision of a train to required the force The single-car test recorded

Full-Scale Tests crashworthi- conducted to measure Six tests were kinds of tests each for con- ness performance—three ventional equipment and equipment incorporating (10): CEM features and barrier, standing conventional locomotive-led train. as well as the the length of the passenger car, reduce length was changes in the geometry of the car as its about The two-car test added information reduced. The train- the interaction of coupled passenger cars. the interac- information about to-train test provided with an tion of colliding cars, as a passenger car stand—that is, a cab car–led control operator’s train—collided with a locomotive-led train at 30 mph.

C V : P ENTER OLPE HOTO Improve Investigate Standardize Under the sponsorship of FRA, the Volpe Cen- Under the sponsorship of FRA, the Volpe Bombardier and ElectroMotive Diesel provided and ElectroMotive Bombardier Raynauld Amar and Associ- with Taylor Tiax, Inc., under Center, Technology Transportation Southeastern Pennsylvania Transportation APTA’s PRESS Committee coordinated industry PRESS Committee coordinated APTA’s Implement u u u u u u 3. developed are standards Specifications and 4. to is designed according equipment Improved for As technological advances show promise CEM Research Participants CEM Research work to FRA’s demonstrates The CEM research to ensure engage the full spectrum of stakeholders the successful implementation of findings: potential improvements are explored. Conventional explored. are potential improvements are tested, and the results are designs and improved compared. analy- of the accident investigations, the results from ses, and tests. into service. and is introduced the evolving standards in an the phases can proceed performance, improved lead- evolutionary fashion, with continuous research and safer standards ing to continuously improving designs. FIGURE 1 Approach to engineering research on rail research to engineering FIGURE 1 Approach equipment crashworthiness. ter designed the tests and oversaw the engineering. structural information for the cars and locomotives. Center, ates, consultants to FRA and the Volpe designed the detailed CEM modifications to the conventional equipment. the tests. contract to FRA, performed Authority, the Philadelphia commuter railroad; Long the Philadelphia commuter railroad; Authority, com- City–area one of the New York Island Railroad, the cars and and Amtrak provided muter railroads; locomotives for testing. participation, including passenger railroad opera- including passenger railroad participation, and consultants tors, suppliers, labor organizations, to assist FRA in the planning and conduct of the The PRESS Construction and impact test program. of directors Structural Subcommittee acted as a board for the tests. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 7 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:04PMPage8

8 TR NEWS 286 MAY–JUNE 2013 08Waiver requests:Caltrain2025, CaliforniaHigh-SpeedTrain Chatsworth,California,traincollision September 12,2008 CEM trainimpacttest FRA–FederalTransit Administration–American Public 2008 Chicago,Illinois,passengertrainderailment Glendale,California,passengertraincrash March 23,2006 September 17,2005 January 26,2005 CEMtwo-carimpacttest CEMsingle-carimpacttest 2005 February 26,2004 December 3,2003 Conventionaldesigntrainimpacttest 2003 April 23,2002 January 31,2002 Conventionaldesignsingle-carimpacttest PassengerEquipmentSafetyStandardsFinalRule April 4,2000 November 16,1999 Bourbonnais,Illinois,passengertrain–truckcollision May 12,1999 March 15,1999 Related FRAResearch and DevelopmentActivities Timeline ofWorking Group Formation,SignificantAccidents,and Placentia, California,traincollision Project, DallasAreaRapidTransit, andothers Transportation AssociationAdHocCEMWorking Group FRA RSACCrashworthiness–GlazingTask Force Conventional designtwo-carimpacttest published ventional equipment. lead truckderailedduringthesingle-cartestofcon- ing thesingle-cartestofCEMequipment,but energy (13).Thewheelsremained onthetrackdur- equipment, thecrushzonesystematicallyabsorbed was reached (12).Inthesingle-cartestofCEM car bodycrippledhaphazardly whenthepeakforce In thesingle-cartestofconventionalequipment, Test Results The CEMequipmentsystematicallyabsorbedtheenergyfromimpact(right). In testsofasingle,conventionalrailcarcrashingintofixedbarrier, thecarbodycrippledhaphazardly( unchanged. strength oftheprimarystructures remained the bodybolsters,were notmodified,sothatthe ends (11).Thecenterportions ofthecars,between tests were modifiedtoincludecrushzonesonthe For theCEMtests,carsusedinconventional the sustainedcommitmenttorailroad safetybygov- availability ofwell-developedtechnical information, motive-led train(19).Metrolink’s commitment,the train thatwasascrashworthy asaconventionalloco- oped adetailedspecificationforCEMcabcar–led CEM Working Group ofstakeholdersinMay2005. eral Transit Administration (FTA) toformanadhoc and Metrolink collaboratedwithFRAandtheFed- crashworthiness research in theprocurement. APTA ments (18). pant injuryinpassengertraincollisionsandderail- investigated inanongoingFRAfieldstudyofoccu- 11 fatalitiesandmanyseriousinjuries,was ment. Theaccidentinvolvedthree trains,resulted in Metrolink waspreparing topurchase newequip- At thetimeofGlendaleincidentinJanuary2005, CEM Specification the passengersandcrew (17). to-train testpreserved theentire occupiedvolumefor all ofthecarspassengertrain.TheCEMtrain- line andengaged.Thecrushwasdistributedamong cab carandconventionallocomotiveremained in- ( car lostthespaceforoperatorand47passengers ment. Intheconventionaltrain-to-traintest,cab crushed, withlittledamagetoanyoftheotherequip- ment, thefront third ofthecollidingcabcarwas aligned withthestronger structuralelements( and theloadstransmittedbetweencarsremained trailing carwere activated;thecarsremained inline, zones oftheleadcarandforward crushzoneofthe test ofCEMequipment,theforward andrear crush suffered littlestructuraldamage( conventional carinthesingle-cartest;trailing lead carcrushedinessentiallythesamewayas 16). FortheCEMequipment,impacting In approximately fourmonths,thegroup devel- Metrolink soughttoapplyresults from theFRA In thetrain-to-traintestofconventionalequip- In thetwo-cartestofconventionalequipment, 14). Inthetwo-car left). 15). TR NEWS 286 MAY–JUNE 2013 9 The colliding CEM car and conventional locomotive remained inline and engaged in train-to-train impact tests. In the coupled-car tests In the coupled-car of conventional the lead car equipment, the crumpled while trailing car stayed mostly was intact; the load path distorted. ). ). Other research includes ). Other research 4 ). CEM research findings also have ben- findings also have ). CEM research Related FRA research has addressed occupied vol- has addressed Related FRA research

demonstrate performance. Uniform practices are demonstrate performance. being developed for applying computer simulations, rail the railroads, understanding by a shared to assure Engi- equipment suppliers, and FRA. The RSAC’s much of the work is performing Force neering Task for establishing industry best practices. ume integrity (20), to facilitate alternatives to the long- of 800,000 lb for requirement standing end strength conventional equipment ( for CEM components the development of prototype locomotives (1 the integrity of tank to improve efited FRA research materials (2 cars carrying hazardous

C V : P ENTER OLPE HOTO Much of the technology that was developed from Much of the technology that was developed The specification prescribes performance require- performance prescribes The specification the specification, including released Metrolink Ongoing Activities on non- relied the rail industry had Until recently, to demon- destructive tests and manual calculations designs that complied with strate crashworthy and elastic Classical engineering beam regulations. can sup- that the structures analyses have assured high loads without damage or “permanent port deformation.” simulations on computer has relied the test program to and destructive testing of critical components ernment and industry groups, and the support of and the support industry groups, ernment and management and representa- APTA and FRA, FTA, to this success. tives contributed cab, the trailer cars, and the ments for the train, the includes quan- requirement CEM mechanisms. Each compliance. Compo- titative criteria for evaluating functioning of the crush zone nents critical to the that the per- underwent testing, to ensure destructive achieved. were formance requirements on September 16, 2005, the CEM recommendations, for bids. The contract for the of an invitation as part to Rotem, a was awarded equipment manufacturing now Hyundai Rotem Company. division of Hyundai, for the Rotem developed a shaped-nose, CEM design page 10). cab cars (see photograph, new Metrolink This equipment went into service in December 2010. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 9 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 10

Metrolink’s new cars feature a shaped-nose, CEM design, manufactured by Hyundai Rotem Company.

FRA and industry are working together to address 11. Mayville, R. A., K. N. Johnson, R. G. Stringfellow, and D. and cope with a range of safety concerns. The CEM C. Tyrell. The Development of a Rail Passenger Coach Car tests and the application of the research results to Crush Zone. Paper No. JRC2003-1653, American Society of Mechanical Engineers, April 2003. improve railroad safety exemplify FRA’s successful 12. Tyrell, D., K. Severson, and A. B. Perlman. Single Passenger influence on railroad safety culture. Rail Car Impact Test, Volume I: Overview and Selected Results. DOT/FRA/ORD-00/02.1. Federal Railroad Administration, References U.S. Department of Transportation, March 2000. 1. Llana, P., and R. Stringfellow. Preliminary Development of 13. Jacobsen, K., D. Tyrell, and A. B. Perlman. Impact Test of a Locomotive Crashworthy Components. Paper No. JRC2011- Crash-Energy Management Passenger Rail Car. Paper No. 56104, American Society of Mechanical Engineers, March RTD2004-66045, American Society of Mechanical Engi- 2011. neers, April 2004. 2. Jeong, D. Y., D. C. Tyrell, M. E. Carolan, and A. B. Perlman. 14. Tyrell, D., K. Severson, J. Zolock, and A. B. Perlman. Pas- Improved Tank Car Development: Ongoing Studies on Sand- senger Rail Two-Car Impact Test, Volume I: Overview and wich Structures. Paper No. JRC2009-63025, American Soci- Selected Results. DOT/FRA/ORD-01/22.I. Federal Railroad ety of Mechanical Engineers, March 2009. Administration, U.S. Department of Transportation, Janu- 3. Jacobsen, K. Collision Dynamics Modeling of Crash Energy ary 2002. Management Passenger Rail Equipment. Master’s thesis. Tufts 15. Jacobsen, K., D. Tyrell, and A. B. Perlman. Impact Tests of University, January 2008. Crash Energy Management Passenger Rail Cars: Analysis 4. Technical Criteria and Procedures for Evaluating the Crash- and Structural Measurements. Paper No. IMECE2004- worthiness and Occupant Protection Performance of Alterna- 61252, American Society of Mechanical Engineers, tively-Designed Passenger Rail Equipment for Use in Tier I November 2004. Service. DOT/FRA/ORD-11/22. Federal Railroad Adminis- 16. Tyrell, D. Passenger Rail Train-to-Train Impact Test, Volume tration, U.S. Department of Transportation, October 2011. I: Overview and Selected Results. DOT/FRA/ORD-03/17.I. 5. Docket No. FRA–2000–7257; Notice No. 71, Railroad Federal Railroad Administration, U.S. Department of Safety Advisory Committee (RSAC) Working Group Activ- Transportation, July 2003. ity Update. Federal Register, Vol. 77, No. 184, September 21, 17. Tyrell, D., K. Jacobsen, and E. Martinez. A Train-to-Train 2012. Impact Test of Crash Energy Management Passenger Rail 6. Docket No. RSAC–96–1, Railroad Safety Advisory Com- Equipment: Structural Results. Paper No. IMECE2006- mittee Establishment. Federal Register, Vol. 61, No. 48, 13597, American Society of Mechanical Engineers, March 11, 1996. November 2006. 7. 49 CFR Part 238, Passenger Equipment Safety Standards: 18. Parent, D., D. Tyrell, K. Jacobsen, and K. Severson. Crash- Final Rule. Federal Register, Vol. 64, No. 91, May 12, 1999. worthiness Analysis of the January 26, 2005, Glendale, Cal- 8. 49 CFR Parts 229 and 238, Locomotive Crashworthiness: ifornia Rail Collision. Paper No. JRC2011-56132, American Final Rule. Federal Register, Vol. 71, No. 124, June 28, Society of Mechanical Engineers, March 2011. 2006. 19. Tyrell, D., E. Martinez, K. Jacobsen, D. Parent, K. Severson, 9. 49 CFR Appendix F to Part 238, Alternative Dynamic Per- M. Priante, and A. B. Perlman. Overview of a Crash Energy formance Requirements for Front End Structures of Cab Management Specification for Passenger Rail Equipment. Cars and MU Locomotives. Federal Register, Vol. 75, No. Paper No. JRC2006-94044, American Society of Mechan- 5, January 8, 2010. ical Engineers, April 2006. 10. Tyrell, D., K. Severson, A. B. Perlman, B. Brickle, and C. 20. Carolan, M., A. B. Perlman, and D. Tyrell. Alternative Occu- VanIngen-Dunn. Rail Passenger Equipment Crashworthi- pied Volume Integrity (OVI) Testing and Analyses. Federal

TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE ness Testing Requirements and Implementation. Rail Trans- Railroad Administration, U.S. Department of Transporta- 10 portation 2000, Vol. 19, 2000. tion, 2013 (in publication). TR NEWS 286 MAY–JUNE 2013 11

PHOTO: THOMAS C. CORNILLIE PHOTO: K.WATA, WIKIMEDIA COMMONS TRB meetings and publications have provided forums TRB meetings and publications have provided The Denton County Transportation Authority operates DMU The Denton County Transportation and a connection with the vehicles between Denton, Texas, System at Carrolton. Couplings that Dallas Area Rapid Transit into a single consolidate power and control connections designs— couple—a standard feature on current DMU demand. facilitate adapting train configuration to ridership the intent of FRA crashworthiness regulations, coupled the intent of FRA crashworthiness regulations, door in Ameri- with regulatory reforms, has opened the proven can and Canadian cities to DMUs incorporating of these Asian and European designs. Implementation and pro- vehicles realizes long-sought cost efficiencies boarding, vides other improvements, such as low-floor accessibility. which reduces dwell times and improves and major for sharing news about emerging technologies needs, identifying trends and for articulating research the United States. applications for DMU technology in and its Self- Commuter Rail Committee Through TRB’s into the eco- Subcommittee, research Powered Vehicle nomic characteristics of DMU operations and technology innovations continue to be discussed and shared. A DMU at an East Japan Railway Company station in Hitachiomiya, Japan. DMUs provide a large share of intercity and commuter rail services in Japan. THOMAS C. CORNILLIE Research Research Overcomes Barriers esigners of railroad vehicles long have recognized esigners of railroad the efficiencies achievable by locating propulsion achievable the efficiencies Realizing Realizing the Technology of Potential Diesel Multiple-Unit For the past 60 years, the rail diesel car (RDC) has epit- For the past 60 years, the rail diesel car transit As federal policy structures for supporting to advance. In other nations, DMU designs continued This situation changed with a confluence of research of CEM in meeting Research proving the effectiveness within a passenger-carrying vehicle, eliminating the need within a passenger-carrying Although various designs of for a separate locomotive. steam- and gasoline-fueled engines vehicles powered by in the 1890s, “diesel multiple came into service starting as a term-of-art in the late 1930s to unit” (DMU) emerged could operate as single cars or be describe vehicles that longer train. combined to form a The Budd omized DMU technology in North America. RDCs between Company of Philadelphia built nearly 400 a reputation for 1949 and 1962. These cars quickly gained of services, and for for adaptability to a range reliability, upgrades. the ease of making incremental technological DMU technology investments solidified in the 1970s, of commuter rail way to improve the efficiency a offered of European service. Revenue service demonstrations funding; however, DMUs were carried out with federal did not lead to the deployment of new tech- these efforts in 1979, the Budd Company released Moreover, nology. but the SPV-2000, an updated version of the RDC, dubbed reputation lim- few orders and a checkered mechanical market. role in the North American ited the model’s were providing the DMUs By the turn of the 21st century, commuter rail ser- majority of nonelectrified intercity and of passenger services in Britain, and a significant portion in Japan. Certain vices across continental Europe and Federal Railroad Administration (FRA) regulations affect- slowed ing North American design practices, however, to import internationally developed vehicle efforts designs. Center Volpe by the U.S. Department of Transportation’s using FRA funding, with input from the American Public Passenger Rail Equipment Association’s Transportation Safety Standards task force and with updated research Salient in into the relative economies of DMU technology. was the consideration of crash energy man- these efforts agement (CEM) technologies, a standard in DMU vehicle designs in international applications. The author is Principal, Thomas Cornillie Independent the Research Alameda, California, and Chair of Scholar, Subcommittee of the TRB Commuter Rail Committee. D 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 11 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:04PMPage12 12 TR NEWS 286 MAY–JUNE 2013 Sharing TrackSharing Research Railroads and Tank CarSafetyDesign Cooperative Research in Research andTest Project, Leesburg, Virginia. of AmericanRailroads Railroad Tank CarSafety Director, RailwaySupplyInstitute–Association Administration, Washington, D.C.Treichel is Research andDevelopment,Federal Railroad and Tank CarProject Manager, Office of Champaign. GonzálezisHazardous Materials Professor, UniversityofIllinoisatUrbana– Champaign. SaatisResearch Assistant Center, UniversityofIllinoisatUrbana– Director, RailTransportation andEngineering Environmental Engineering,andExecutive Barkan isProfessor, DepartmentofCiviland FRANCISCO GONZÁLEZ,III,ANDTODDT. TREICHEL CHRISTOPHER P. L.BARKAN,M.RAPIKSAAT, of Rail Transport ofHazardous Materials How ScienceandEngineering Are ReducingtheRisk heat transferintoatankunderintensefireconditions. Colorado, intheearly1970shelpedquantifyrateof Transportation Technology CenternearPueblo, Testing oftankcarthermalprotectionatthe R charged withreviewing andrevising standards toadvancetankcarsafety. Railroads (AAR),later adoptedthestandards. TheAARTank CarCommitteeis the constructionandrepair oftankcars. mittee recommended practicesthatwere soonestablishedasindustrystandards for and arepresentative from Union Tank Line,thenthemajortankcarowner. Thecom- Committee onTank Cars, composed ofthemechanicalofficers from severalrailroads the early20thcentury( the governmenttodevelopandimprove safetydesign standards fortankcarssince decades more revolutionary approaches havetakenhold. The AmericanRailwayAssociation anditssuccessor, the Association ofAmerican The railroad, tankcar, andpetrochemical industrieshaveworkedtogetherwith government. Althoughmuchofthisprogress hasbeenevolutionary, inrecent cooperative testing,research, and standards developmentbyindustryand ailroad tankcarsafetyinNorth Americahasimproved continuouslythrough 1 ). In1903,theMasterCarBuilders’Associationformed TR NEWS 286 MAY–JUNE 2013 13 AMINSKI COLLECTION S. K DWARD , E An accident at Crescent Illinois, in 1970, City, released and ignited liquefied petroleum gas; industry and government soon launched new, cooperative research programs to improve railroad and hazardous materials transportation safety. Tank car built in 1924 by Tank American Car & Foundry was state of the art for rail transport of chlorine. OMPANY C OUNDRY & F AR C MERICAN Photo: A ). U.S. DOT regulations and AAR standards incor- and AAR standards U.S. DOT regulations in tests, the new design ele- Although effective Complementing this database is the Railroad these two databases—one on accident Together, Institute—and AAR. The project conducted research The project Institute—and AAR. DOT to identify and evaluate and testing with U.S. the damage resistance design concepts for improving led to such This research of tank cars in accidents. shields, shelf as head now-common safety features cars carry- on tank couplers, and thermal protection these fea- ing materials that pose the highest hazard; modes. failure against the most likely protect tures tank car have reduced porating these safety features As the first major in accidents substantially. releases protecting design elements with the sole purpose of these features damage in accidents, tank cars from in their time. revolutionary were service. on cars in The RSI-AAR proof ments required to a parallel effort launched therefore Safety Project tank car perfor- extensive information about record has col- mance in accidents. In 43 years, the effort tank cars than 40,000 damaged lected data on more and 26,000 accidents (3 Accident–Incident Reporting System, which the Fed- Accident–Incident Reporting and Administration (FRA) revamped eral Railroad of accident analyses expanded in 1975 to improve causes and trends. causes and characteristics, the other on damage to ), as private- and 2 Structural modeling, and Physical testing. Statistical analysis and optimization of safety The Railroad Tank Car Safety Research and Test Car Safety Research Tank The Railroad Tank cars today are the second most common cars today are Tank at their Nearly all of these shipments arrive safely gov- Building on a century of cooperative efforts, The public’s interest was represented early on— was represented interest The public’s u u u Quantitative Analysis tank car accidents in the late A series of catastrophic flammable gases and 1960s and early 1970s released toxic materials. Industry and government did not these understand the factors affecting sufficiently modes that caused accidents and the principal failure programs new cooperative research Two the releases. initiated; one focused on train accident pre- were vention and the other on tank car safety improvement. auspices of the in 1970 under the started Project Institute—now the Railway Supply Railway Progress type of railroad freight car in North America, North car in freight type of railroad of the rail 20 percent accounting for approximately than 1.6 more tank cars transport car fleet. Each year, for a range materials million shipments of hazardous to the nation’s essential and processes of products of life. public health, and quality economy, a train accident involving destinations. Nevertheless, material with a a hazardous tank cars may release and the envi- potential to harm humans, property, ronment. together to ernment and industry continue working design advances tank car safety; recent improve parallel and complementary have followed three approaches: The substantial economies offered by the safe, reliable offered The substantial economies led and chemical products of petroleum bulk transport specialized tank car of increasingly to a proliferation variety of an extraordinary designs to accommodate As the products. liquid and nonhazardous hazardous and man- tank car has evolved, new materials, designs, technical ufacturing technologies have contributed to solutions for a variety of challenges. Improving Tank Car Safety Tank Improving design, in 1912, the Interstate Commerce Commission ref- Commission Interstate Commerce in 1912, the federal as the basis for the tank car standards erenced role—now oversight The public sector’s regulations. of Trans- the U.S. Department under the auspices of expanded ( (DOT)—has portation the com- work toward public-sector stakeholders of hazardous transportation mon goal of ever-safer materials. 00_TRN_286_TRN_286 7/11/13 5:04 PM Page 13 Page PM 5:04 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:04PMPage14 14 TR NEWS 286 MAY–JUNE 2013

PHOTO: TRINITYRAIL accidents. from impactsin head—of thetankcar protect theend—or shield isdesignedto the 1970s.Thehead (right) wereconductedin and withoutheadshields with headshields( Physical testsoftankcars left) with higherpressure specificationsthannecessary. ardous products—that is,totransport themintanks improving tankcarsafety. quantitatively assessed,leadingtoanewapproach to most likelytomaximizesafetybenefitscouldbe “what if”analyses.Thecombinationsofchanges alternative tankcardesignscouldbeevaluatedwith variations. Forthefirsttime,relative benefitsof ses oftheperformance oftankcardesignsand base hasallowedincreasingly robust statisticalanaly- The expansionandrefinement oftheRSI-AARdata- Optimizing SafetyDesign modes andoftheeffects ofdifferent designfeatures. quency andseverityoftankcaraccidentfailure enable detailedquantitativeunderstandingofthefre- ble railsafetydatabaseintheworld.Thedatabases other U.S.transportation modeorinanycompara- ity thatisunparalleledinthesafetydatabasesforany the vehiclesinvolved—provide aninferential capac- The traditionalapproach wastooverpackagehaz- the tankcar. batter andpuncture adjacent carscannot derailments, sothat gagement during to preventdisen couplers aredesigned (Right:) Double-shelf or thermalprotection. to provideinsulation enveloping thetank, with asteeljacket shield thatisintegral with afull-heighthead Many carsarebuilt height headshield. equipped withahalf- nonjacketed tankcar (Left:) Modern, - for theleastamountofincremental weight,helping of designfeatures offered thegreatest safetybenefit The optimizationmodelrevealed whichcombination Standards Informing of goods. ments andmore railcarstomovethesamequantity total weight.Thisinturnmayrequire more ship- because ofthemaximumallowablegross railloador car’s weight,however, reduces its carryingcapacity thicker steel,whichincreases weight.Increasing a could beidentified(Figure 1,page15). cost—primarily represented asadditionalweight— binations offering thegreatest benefitfortheleast potential benefitsofcandidatedesigns( ing designandeconomics,toassessthecosts statistical estimateswithdataontankcarengineer- mization modelcouldbedeveloped,combiningthe car affecting safetycouldbequantified,anopti- Now thattheperformance ofeachpart ofthetank Most tankcarsafetydesignenhancementsinvolve 4

). Thecom-

C T U : P AR ANK NION HOTO TR NEWS 286 MAY–JUNE 2013 15

IMAGE: TRINITYRAIL b) 4). As noted, tank cars can be made safer by increas- As noted, tank cars can be made safer by ing the damage resistance of various components; of various ing the damage resistance of mak- this generally can have the effect however, and for transportation ing the tank cars less efficient of Illinois University costly to purchase. more framework to developed a quantitative researchers mate- hazardous assess the cost of losses of different costs was benefit of avoided rials—the incremental tank cars. robust with the cost of more compared benefits for larger materials offered Higher-hazard an equivalent level of tank car safety improvement. New Safety Design Concepts New Safety Design Concepts materials 1980 to 2012, the rate of hazardous From caused by train accidents declined by more releases of tank car safety enhance- as a result than 90 percent in accidents, as ments and of a dramatic reduction 3 (page 16). Several accidents in shown in Figure of fatal releases caused the mid-2000s, however, FIGURE 1 Pareto optimal analysis of various combinations of tank car safety optimal analysis of various combinations FIGURE 1 Pareto the most efficient points represent enhancements. The blue “nondominated” in tank car weight minimizing the increase safety, family of options to improve and consequent loss in capacity ( (a)( ). Analysis of the FRA and RSI-AAR databases yields Analysis of the FRA and RSI-AAR databases One petition for U.S. DOT rulemaking led to new One petition for U.S. The optimization technique helps determine FIGURE 2 Results of simulated rollover analyses of (a) conventional top-fittings compared protection with (b) a new design for tank cars. pressure information about risk and helps determine an level of safety to incorporate into tank appropriate car design. Safety design should be commensurate posed by the materials, with more with the hazard protection. materials warranting greater hazardous Clarifying Trade-Offs can be value to harmful impacts Assigning relative controver- technically challenging and sometimes quantitative rigor, with improved sial. Nevertheless, traceable, objective, decision making becomes more informed are and accountable, so that all parties about the necessary trade-offs. standards for toxic-inhalation hazard (TIH) tank cars hazard for toxic-inhalation standards than 1,600 new cars have More 2, below). (Figure TIH the risk of transporting been built since, and by an estimated cars has dropped in these products has Car Committee The AAR Tank 60 to 65 percent. the model to develop another from used the results standards improved for new, petition for rulemaking for flammable materials. efficiently will most which combination of features but does achieve a given level of safety performance enough?” not answer the question, “how safe is safe of tank car designs vary requirements Performance associated with depending on the hazards widely, Industry and gov- the material being transported. for ernment have grappled with this question has hazards decades, as understanding of different patterns have sophisticated, shipping become more risk changed, and societal expectations of tolerable have evolved. to identify the most efficient approaches to enhanc- approaches the most efficient to identify used the Car Committee The AAR Tank ing safety. to model results design optimization tank car safety including design new standards, develop several for tank cars with higher carrying requirements capacity (5 00_TRN_286_TRN_286 7/11/13 5:22 PM Page 15 Page PM 5:22 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage16 16 TR NEWS 286 MAY–JUNE 2013 accidents substantial reductions in safety designand improvements intankcar percent since1980,with declined more than90 road accidentshas releases causedbyrail of hazardous materials FIGURE 3Theoccurrence fittings ofTIHtankcars. profile protectionfortop (Below, right: engulfing fire. accident thattriggersan induced pressureinan from abuildupofheat- tank anditscontents protection canshielda (Below, left:)Thermal previous standard. conforming tothe an accidentthancars release theircontentsin percent lesslikelyto approximately 60to65 FRA. Thesecarsare required byAARand robust standards conforms tonew, more TIH tankcarthat (Source: FRA). ) Lower-

R T : P AIL RINITY HOTO concepts intankcarcrashworthiness, including efficiently. Extensive research explored innovative improving tankcar safetymore effectively and as U.S.DOTandTransport Canada, with thegoalof several otherindustryandacademicpartners, aswell (NGRTC). Thecoalitionsoonexpanded toinclude ship todevelopthenext-generationrailtankcar and UnionTank CarCompany formedapartner- benefits withoutasmuchadditionalweight. and componentsthatwouldyieldsubstantialsafety might betoconsidernewmaterials,structuraldesigns, consensus emerged thatamore effective approach sis indicateddiminishingreturns tothisapproach. A making tankcarsthickerandheavier, statisticalanaly- in tankcarsafetydesign. hazardous materialsandstimulatedrenewed interest

In 2006DowChemical,UnionPacificRailroad, Although further improvements were possibleby

R T Photo: R T : P AIL RINITY AIL RINITY HOTO TR NEWS 286 MAY–JUNE 2013 17 Hopper Car Model Hopper Car (b) (a) ) calculated response of train 25 seconds b) calculated response Tank Car Model Tank FIGURE 4 Computer simulation models of the dynamics of train derailment were FIGURE 4 Computer simulation models of tank cars in parts of different of impacts on developed to understand the force accidents: (a) 36-car train model and ( after derailment (7). Full-scale impact test setup at the Transportation for evaluating various safety Center Technology Rail improvement concepts in the Next-Generation ). Car project (7 Tank ). 9 ). In addition, FRA is studying the vul- Union Tank Car Company or UTLX has con- Union Tank FRA also conducted impact tests on high- FRA also conducted impact tests on The test data can be used to refine and validate mod- and The test data can be used to refine car behavior tank els now in development to predict 5, page 18). in accidents (Figure and performance incorpo- Cars of Tomorrow,” structed several “Tank design, rating a tank-within-a-tank or sandwich the from derived along with other new safety features nerability of tank car fittings—such as valves and nerability of tank car fittings—such as accidents. Full-scale other appurtenances—in and magni- tests have quantified the nature rollover ( on the cars and appurtenances tude of the forces Impact Tests series of full-scale impact tests This work included a of the tank car resistance that examined the puncture of sev- the performance head and shell and evaluated sizes, impactors with different eral designs hit by measurements Accelerometer shapes, and speeds. and displacement histories into force converted were of the tank. response to characterize the force-crush ele- finite from with results compared The data were developed to simulate the tests ment analysis models agreement. found to be in reasonable and were panels low-alloy steels in welded sandwich strength, tanks during as a possible means of protecting impacts (8 computer modeling of the dynamics of train derail- modeling of the dynamics computer 4, (as shown in Figure tank car response ment and crash testing, testing, full-scale at right), materials modeling (4, 6, 7). design optimization and tank car 00_TRN_286_TRN_286 7/11/13 5:22 PM Page 17 Page PM 5:22 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage18 18 TR NEWS 286 MAY–JUNE 2013 of thehead( and puncture response impact conditions( impactor; and( inch anda12-by-12-inch behaviors witha3-by-3- calculated puncture an accident:( might strikeatankcarin geometry ofobjectsthat failure modeandthe the relationship between modeled tounderstand shapes ofimpactorswas different sizesand FIGURE 6Theeffect of 7). a) b) initial left) tilizer Institute,andtheChlorineInstitute—repre- AAR, RSI,theAmericanChemistryCouncil,Fer- laborative Research Program (ATCCRP) includes work ontheNGRTC. TheAdvancedTank CarCol- In 2009alarger coalitionwasformedtocontinuethe Simulation Tests tion RailTank CarProject. research anddevelopmentundertheNext-Genera- derailment (9). tank structure duringatankcarrollover after simulating theresponse ofthetopfittingsand FIGURE 5Afiniteelementanalysismodel (a) (b) ing thetank. ing additionallayersofprotective materialsurround- a newdesignmeetsspecifiedperformance criteria;and lations; mated energy absorptionresults from testsandsimu- the empiricallading-lossprobabilities andtheesti- pare theresults withthosefordifferent typesofsteel; systems fabricatedfrom compositematerialsandcom- its contentsorladingandthrough whichcomponents; probability thataderailedcarwilllosesomeorall of RSI-AAR SafetyProject andFRAdatabasesforthe Several follow-upprojects are nowunderwayto Follow-Up Projects impactor, doingmuchofitsdamagequickly. initial contactwiththetankactslikeasmall,sharp at left).Theelementofalarge impactorthatmakes smaller, sharperimpactorsinthiscontext(Figure 6, lar shapesandangles—were essentiallyequivalentto that larger impactors—includingthosewithirregu- major topicofdebate,butthesimulationsmadeclear the impactingobjectintestsstarted outasa findings emerged. Forexample,thesizeandshapeof acting onatankinanaccident.Manyinteresting performance standard andtounderstandtheforces refine thedesignofphysicaltestsfordevelopinga identified foruseinlarger impactscenarios. ure willunfoldatthemicrostructural level—were the setofassumptionsabouthowthatmaterial’s fail- steel, themostappropriate failure criteria—thatis, dicting thefailure process. Foreachtypeoftank element software, providing greater fidelityinpre- improving theaccuracyofmodelsinfinite the relative performance oftankcardesignsby each tankdesigncouldabsorb. head andshellimpacts,toestimatehowmuchenergy and (b properties tosupport accurateuseofthosecriteria, performance oftanksteels,aswellthematerial the mostappropriate failure criteriainmodelingthe potential projects. Thefirsttwowere (a the ATCCRP partners developedanextensivelistof results ofthephysicaltestingandmodelingresearch, Transport Canada. the U.S.Transportation SecurityAdministration,and senting private-sectorstakeholders—andU.S.DOT, u u u u u The tankimpactsimulationproject soughtto Both projects aimedtoimprove assessmentsof Informed bytheextensivesafetydataand Evaluate newprotective designsystems,includ- Develop testingprotocols todeterminewhether Develop mathematicalrelationships between Simulate theperformance oftankprotection Derive up-to-date,empiricalestimatesfrom the ) tosimulateavarietyofscenariosfortank ) toidentify TR NEWS 286 MAY–JUNE 2013 19 Several “Tank Cars of Several “Tank were Tomorrow” in 2012 constructed from applying findings Rail the Next-Generation Car project; the Tank tank cars are undergoing field tests. Sur- Jour- RSI-AAR Railroad Engineering Studies on Final Report, DOT/FRA/ORD- Final Report, Detailed Puncture Analyses of Various Detailed Puncture , Denver, Colorado, 1970. , Denver, Proceedings of the 1970 Annual ASME Petroleum Proceedings neering, Conference Federal Car Committee. Unpublished report. seeing the Tank D.C., July 2000. Administration, Washington, Railroad Cars of Tank A. Philips, and M. R. Saat. Safety Performance of Lading Loss, in Accidents: Probability of Association Project, and Test Car Safety Research Tank D.C., 2006. Washington, American Railroads, Materials Car Safety Design Optimization for Hazardous Between Transporta- the Trade-Off Addressing Transport: Materials, Journal of Hazardous and Safety. tion Efficiency 189, pp. 62–68, 2011. Vol. Materials Transport: Cars for Hazardous Railway Tank and Safety. Between Weight Optimizing the Trade-Off 2008. 160, pp. 122–134, Materials Vol. nal of Hazardous O. Orringer and A. B. Perlman. Cars Under Accident Tank Structural Integrity of Railroad DOT/FRA/ORD-09/18. Loading Conditions. Final Report, D.C., Octo- Administration, Washington, Federal Railroad ber 2009. 1, Applied Car Designs. Final Report–Revision Tank California, 2010. Associates, Inc., Mountain View, Research Steel González, III. Deformation Behavior of Welded F. Sandwich Panels Under Quasi-Static Loading. Proceedings of the ASME/ASCE/IEEE/AREMA/TRB/INFORMS 2011 Joint 16–18, 2011. , Pueblo, Colorado, March Rail Conference Fittings in Rollover Sce- Car Top Tank vivability of Railroad nario Derailments–Phase 2. 2009. Administration, October 09/20. Federal Railroad 1. Engi- Car Design Through J. Evolution of Tank F. Heller, 2. of Government Responsibility: Over- J. H. A Standard Rader, 3. E. L. Barkan, R. D. Sims, Hughes, C. P. J. P. T., T. Treichel, 4. L. Barkan. Generalized Railway Tank P. Saat, M. R., and C. 5. the Design of Higher-Capacity L. Improving Barkan, C. P. 6. E. Gordon, J. M. L. Lyons, H. Yu, H. Tang, Y. Jeong, D. Y., 7. Kirkpatrick, S. W. 8. and H. Tang, Jeong, A. B. Perlman, Y. M. E., D. Y. Carolan, 9. Sharma. and V. R., A. Prabhakaran, D. Brabb, Trent, References Working together for more than a century, indus- than a century, together for more Working The findings from these research projects may be projects these research The findings from

Dedication to the memory of the The authors dedicate this article in who played a critical role J. Harris, Jr., late William establishing the modern era of cooperative tank car Harris was a leader in the formation of safety research. Proj- and Test Car Safety Research Tank the Railroad Institute and the Associa- ect of the Railway Progress in Much of the progress tion of American Railroads. in the past four decades tank car safety improvements can be attributed to his visionary leadership. try and government have conducted research and try and government have conducted research advances development that has generated impressive These advances have served the in tank car safety. of haz- by making the transportation public interest materials safer. ardous Impressive Advances Impressive trains In 2012 the accident rate for mainline freight challenges Although technical an all-time low. reached tank car design the vision is that when the new remain, implemented, concepts now under development are be possible. will significant improvements further used to design and build a prototype for a new gener- for used to design and build a prototype a much- ation of tank cars for TIH materials, with The lessons learned accident performance. improved other also can be applied to tank cars transporting concepts are materials. As these new design hazardous for implementation, developed, tested, and perfected which the optimization techniques can help decide design for the most effective combinations will offer tank car safety.

: U : P C T NION HOTO AR ANK 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 19 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage20 20 TR NEWS 286 MAY–JUNE 2013 materials. routings forhazardous approval for—the determine—and obtain railroads must regulations requirethat New Jersey. Federal materials inPaulsboro, involving hazardous investigate arailcrash Safety Boardpersonnel National Transportation M ( carloads oftoxicinhalationhazards(TIH)peryear ardous materials,includingapproximately75,000 Vice President,andVan DykeisPartner. is SeniorManagerofOperations,Meketon New Jersey:HuntisSeniorSpecialist,Friedman The authorsarewithOliverWyman,Princeton, as analternativerouteforhazmat-loadedrail- by therailroad.Simplyselectingshortestpath account theexistingorplannedtrainsoperated be operationallyfeasibleandmusttakeinto shipping hazardousmaterials.Theroutesmust must generateandevaluateasetofroutesfor To complywiththefederalregulations,railroads Routes Generating Alternative risk assessmentmodeling,anddataarchiving. tools incorporatinga ment ofacomplex,interrelatedsuitesoftware vide substantialalternatives. tionally feasible,andsufficiently diversetopro- to generateroutesthatarecost-effective, opera- requires justification—thereforeakeychallengeis Any deviationfromtheminimum-riskroute operations fromanaccidentoractofterrorism. ulation, theenvironment,landmarks,andrail that considersthepotentialimpactsonpop- routes, whicharesubjectedtoariskassessment ulations requirethegenerationofalternative and high-levelradioactivematerials( TIHs, aswellforcertainclassesofexplosives that railroadsmustdeterminetheroutingsfor 1 DAVID HUNT, DAVID FRIEDMAN,MARKMEKETON,ANDCARLVAN DYKE ). Federalregulationsenactedin2008specify The regulationshavespurredthedevelop- ing byrailintheUnitedStatescontainhaz- ore than5percentofthecarloadstravel- Transporting Hazardous Materials by Rail by Materials Hazardous Transporting k -alternate pathalgorithm, Identifying Feasible,Identifying Lower-Risk Routes 2

). Thesereg-

B S T N : P OARD AFETY RANSPORTATION ATIONAL HOTO (RCRMS). the RailCorridorRiskManagementSystem nation andthenbeginsariskassessmentwith diversity. tics suchasdistance,handlings,andgeographic (see FigureA,page21)andtocomparekeystatis- Planners areabletoexaminetheroutesgraphically through different corridors whereverpossible. that eachalternativeisafeasibleroute. ing blockingplanandtrainschedules,ensuring the numberrepresentedby hazmat traffic and hazmat shipments.Thealgorithmgenerates include ak roads, OliverWymanextendedMultiRailto through therailnetwork. responding tripplansformovingshipments blocking plans,thetrainschedules,andcor- Rail, developedbyOliverWyman,todevelopthe specialized softwaretools.SeveralapplyMulti- unacceptable risk. tions viewpointandwouldyieldanassessmentof cars wouldlikelybeinfeasiblefromarailopera- b a and density;triplength;track type,grade,and erally specifiedfactors,includingtraffic volume models toevaluateeachrouteintermsof27fed- which containsthenecessarydatabasesandrisk of feasiblealternativeroutestotheRCRMS, and therailindustry. from theFederalRailroadAdministration(FRA) ment AgencyandCSX,subsequentfunding Homeland Security–FederalEmergencyManage- with initialfundingfromtheU.S.Departmentof oped throughtheRailroadResearchFoundation, The RCRMSisaweb-basedsoftwaretooldevel- Risk Scoring http://rail.railplanning.com/multi-rail/. www.railroadresearch.org/security. The plannerselectsroutesforfurtherexami- The routesgeneratedaredistinctandmove All largerailroadsplantheiroperationswith Railroads submittheplannedrouteandaset u u A setofk The currentrailroad-operatedrouteforthe b -alternate pathalgorithmforrouting -alternate paths—theuserdefines a Working withtherail- k —based ontheexist- TR NEWS 286 MAY–JUNE 2013 21 To avoid To environmentally sensitive areas, proposed hazmat routes must be evaluated according to federal standards; sensitive environmental resources along the Fall River Line in Massachusetts include the Freetown–Fall River State Forest, priority habitats of state-listed rare species, vernal pools, and wetlands. . The risk scores c Hazmat Transportation by Rail: An Unfair Liability Hazmat Transportation Association of American Railroads, Washington, D.C., March 2011. 73, No. 229, November 26, Federal Register, Vol. 2008, pp. 72182–72194. The RCRMS returns a score that incorporates returns a score that The RCRMS Through evolving technology solutions and Through evolving technology solutions Of the 27 factors, 12 are not currently quantified; efforts Of the 27 factors, 12 are not currently quantified; 1. 2. the risk factors that have been quantified by the that have been the risk factors on the risk factors model, along with information quantified. that have not been are under way to quantify 7 of the 12. References c Archiving Historical Routes Archiving a final route for the hazmat The planner selects risk rankings from the RCRMS shipment using the statistics from MultiRail. To and the operating FRA audits, the railroads comply with potential To must document why each route was selected. can comply with another requirement, MultiRail ship- archive the precise route for every hazmat provided ment so that the information can be quickly to FRA on request. to advanced risk modeling, railroads are working transportation provide safe, secure, and efficient of hazardous materials across the country. and information output by the RCRMS allow rail and information output comprehensive risk profiles planners to develop for each potential route. Each route : The illustration overlays OTE ). 2

curvature; proximity to iconic targets; population emer- density; environmentally sensitive areas; pas- gency response capability along the route; on rail senger trains; past incidents; and impact network congestion ( FIGURE A Illustrative example of four alternate routes for a hazardous material shipment. color) is submitted to the (shown in a different RCRMS for a risk score. (N hazardous material routes for a U.S. Class I railroad hazardous material routes for a U.S. Class I issues. onto a Google map of Brazil to avoid security The RCRMS is a U.S.-based risk model.)

P J : P HELAN OHN HOTO 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 21 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage22 22 TR NEWS 286 MAY–JUNE 2013 Sharing TrackSharing Research Railroads and Competitiveness ofthe RailIndustry Safety, Efficiency, andthe Gaining to ImproveTrack Support Track Lincoln. University ofNebraska, Materials Engineering, is Professor, Mechanicaland Pueblo, Colorado.Farritor Technology Center, Inc., (retired), Transportation Principal Investigator Massachusetts. Readis Center, Cambridge, Transportation Systems Engineer, Volpe National and Choros isMechanical Sussmann isCivilEngineer TED SUSSMANN,DAVID READ,JOHNCHOROS,ANDSHANEM.FARRITOR Northeast Corridor. Acela Expressonthe R track performance. condition oftrackandprovide thedataforassessing measures evaluatethe geometricsmoothnessand safe performance from thetrackstructure. Structural surement systemsare ensuringamore efficient and portation mode.Advancesintracksupport andmea- advances havemaderailcompetitiveasatrans- ing thetieandfasteningsystems,technological nents underpassingtrainsisachallenge. ing theperformance andinteractionofthecompo- The efficiency oftrackstructure increases with From developmentofnewrailsectionstoimprov- Although trackstructure issimple,improv- focused ontrackstructure support. ailway trackinnovationshistoricallyhave to thecompetivenessofU.S.railindustry. with methodstoimprove trackstability, are critical zones ofincreased failure risk.Thesetools, along components andbydiagnostictoolsthatcanidentify structural reliability brought aboutbyimproved but increases intrain loadsandspeeds,coupledwith strengthened toimprove durabilityandperformance, tem. (FRA’s) RailwayAccident–IncidentReporting Sys- statistics oftheFederalRailroad Administration’s nerability ofthetrackstructure, indicatedinthe oped from anaccidentthatexposedaparticular vul- most commonfailure modes.Eachtoolhasdevel-

Track componentshavebeenhardened and Track diagnostic toolsprovide assessmentsofthe

C V : P ENTER OLPE HOTO TR NEWS 286 MAY–JUNE 2013 23

PHOTO: METROPOLITAN TRANSPORTATION AUTHORITY Workers from New York’s Workers Metropolitan Authority Transportation repair damage to Metro- Hudson Line after North’s Superstorm Sandy in 2012. Extreme weather and increases in train loads and speeds require constant attention to track safety. 506 ). Except 626 Track caused Signal caused Miscellaneous Human factor Equipment caused 623 593 799 ability of service life among components. This type maintenance on of analysis places a premium the service life. The economic goal throughout in which no track life cycle should be a predictable the integrity single component fails or compromises of the whole. Performance Characteristics is the ini- One of the challenges facing the industry the tial capital investment, which involves justifying life-cycle costs. initial costs to reduce increased track struc- next-generation a premium, Therefore with strong is likeliest in a passenger corridor ture (1 ridership and a tight operating schedule projects in California, most planned U.S. passenger service will be established, will be incremental—new 849 984 989 937 865 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 0 500 3,500 3,000 2,500 2,000 1,500 1,000

The industry has developed and implemented The service life of railway track varies; many lines of track An economic analysis of the life cycle Number of Track-Related Derailments Track-Related of Number FIGURE 1 Track safety trends for the past 10 years show decreases in track-related derailments, which derailments, in track-related for the past 10 years show decreases safety trends FIGURE 1 Track of rail accidents. nevertheless constitute 32 percent Safe, Efficient Infrastructure Safe, Efficient often competing goals— are Safety and efficiency but effi- good track performance, safety requires low-cost track maintenance and ciency requires goals must be addressed construction. The two indus- and positively to ensure together successfully accom- try competitiveness. The rail industry has mode plished this—rail is the leading transportation in terms of safety and efficiency. low initial technologies for safe operations, but at competitors and from to pressure cost in response safety trends. 1 (below) illustrates investors. Figure long-term Periodically the industry has applied a and has perspective to the goal of keeping costs low that the that will last, realizing built infrastructure would be prohibitive. cost of replacement than 100 years. The service life have served for more generally extends of track components, however, life, in component into tens of years. An increase benefit. will yield an economic therefore, than of more should consider a period infrastructure the vari- the typical 20 years and take into account recent extreme weather events, have necessitated weather extreme recent Reducing the safety. for track constant vigilance the track of performance by ensuring proper stresses diagnos- structure Track is a key endeavor. structure is work- that the track structure tic tools can ensure on individual components stress the ing to reduce associated with the stresses and can help avoid the track support. deterioration of local 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 23 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage24 24 TR NEWS 286 MAY–JUNE 2013 track. performance ballasted United States—useshigh- high-speed railinthe shares featureswith France—a systemthat High-speed railin Technology Center, Inc. Transportation demonstration test, to ballastedtrackat Transition fromslabtrack ity; and performance ballastedtrackare asfollows: States. emerging andhigh-speedcorridorsintheUnited speeds andtraffic volumessimilartothoseofthe lasted track( speed railnetwork,incontrast,hasrelied onbal- Japanese high-speedrailnetwork.France’s high- reliability,cern isservice asinlarge portions ofthe such asurbancorridors,forwhichtheprimarycon- tograph, above)—maybeusedincriticallocations, ation concrete slabtrackinsteadofballast(seepho- infrastructure additionsare undertaken. willbeimproved,and existingservice whilemajor 5. Surveys ofthetracklocation. Surveys 5. Realignment,repair, andmaintenanceflexibil- 4. Open,maintainabletrackstructure; 3. Goodtracksupport; 2. Premium trackcomponents; 1. Required performance characteristicsforhigh- Premium trackdesigns—forexample,direct fix- 2

),which iscommononcorridorswith

E R : P UROPE AIL HOTO ing thedesired long-termperformance. stage, ensuringtheeffectiveness ofrepairs inachiev- to identifyanyvariationsfrom thedesignatanearly should applymeasures oftrackstructuralcondition maintenance, andtoevaluatesafety. Theinspections be monitored periodicallytoassesscondition,plan the track.Lateraltrackstrength measurement the railgenerateslateralloads, which tendtodeform eral movement.Passingtraffic orbuilt-upstress in Lateral trackstrength istheresistance oftracktolat- Lateral Track Support buckle—and sometimesboth. tial tobeparticularly destructive—suchastrack occurrence—such aswidegage—orhavethepoten- listed inthetableeitherhaveahighlikelihoodof cause lesspotentialharm.Thefailure mechanisms between therails—maybelessdestructiveandmay are spread widerapart, sothatthe wheelsetsdrop sively, butawide-gagetrackgeometry—whenrails ment willdamagecars,equipment,andtrackexten- A derailmentcausedbytrackbuckleormisalign- associated failure risks,asshowninTable 1(above). are linkedtospecificfailure mechanismsandthe durability, andenablestimelyrepairs. emerging structuralproblems, evaluatesstabilityand directly linkedtofailure mechanisms;itdetects A structuralassessmentoftrackappliesparameters life. evaluate trackloadcapacityorexpectedservice priate dataare neededtodiagnosethecauseor promised structuralintegrity, butadditional,appro- of deteriorationintrackgeometrymayindicatecom- ride qualityandonvehiclederailmentrisk.Atrend inspections, incontrast,focusonsmoothnessfor ity anddurabilityofthetrack.Track geometry erties orphysicalcharacteristicstoassessthestabil- A structuralassessmentmeasures engineeringprop- Structural Assessment Failure Mechanisms TABLE 1Track StructuralParametersand rc elcinTrack loadcapacity, Track instability, Widegage,wheel Track deflection Ballast condition Gage restraint alnurltmeaueRailpull-apart, Track buckle Rail neutraltemperature Lateral trackstrength Parameter Track constructedwiththesecharacteristicsmust The parametersfortrackstructuralassessment settlement geometry fault drop, railrollover track buckle Failure Mechanism TR NEWS 286 MAY–JUNE 2013 25 Testing of University of Testing California–San Diego’s rail neutral temperature measurement device on continuous welded rail with concrete ties at Transportation Inc. Center, Technology Note the strain gauge on each side for validation and comparison. Association of American Railroads’ track-loading vehicle. ) or pull apart. The ) or pull apart. New rail stress measures are in development to in are measures New rail stress Longitudinal Stability the rail Longitudinal rail movement changes both the increasing condition and the temperature, stress risk that the track will buckle (3 to avoid must be high enough track lateral resistance a risk of buck- buckling; again, tamping may present ling until the track is stabilized. the fas- of rail movement through the effect address as well as to evaluate the track position, both tener, rail com- challenging tasks. Various of which are and emerged have or tension measurements pression including the have been used in assessing rail stress, and a noncontact, ultrasonic device Verse Vortok San Diego, by the University of California, pioneered under the sponsorship of FRA. Gage Widening by applying a lateral is measured gage strength Track load and load to both rails under a constant vertical is then measuring the deflection. The strength gage before in track assessed based on the difference is known and at the load application; the difference - Lateral tie displace ment measured displacement large residual Post-Tamp Low strength has Lateral tie displacement 20,000 lb vertical Panel shift 0–40,000 lb lateral Pre-Tamp Lateral Tie Displacement (in.) Residual ). High strength response has little or no residual displacement displacement 0 0.05 0.10 0.15 0.20 0.25 0.30 0.35

0 Lateral Force Lateral 40 30 20 10

20,000 lb vertical

Lateral track strength decreases substantially after substantially decreases Lateral track strength Lateral Load (klb) Load Lateral FIGURE 3 Lateral track strength data recorded by a data recorded FIGURE 3 Lateral track strength and after track track-loading vehicle before tamping. tamping—a maintenance activity that raises the bal- tamping—a maintenance activity that raises tamping pre- the track profile; last layer to correct risk to lateral track deformation sents a particular 3 in Figure until the track is stabilized, as illustrated (below) (2 addresses tie displacement under a lateral force tie displacement addresses load, as illustrated in vertical applied by a constant can be evaluated Lateral resistance 2 (above). Figure such as with stationary tests or with moving loads, track loading the Association of American Railroads’ (2, 3). vehicle (TLV) FIGURE 2 Lateral track strength measurement. strength FIGURE 2 Lateral track 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 25 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 26

beam mounted to the side frame of a truck measures the relative position of the wheel–rail contact and a reference point on the rail 4 feet away. A high read- ing indicates a large deflection, which implies track support problems. Measuring deflection will become increasingly important for maintenance planning, because excessive deflection increases stress in the rail, decreasing FRA DOTX-218 gage as delta gage. Rail-bound vehicles that operate only service life (11, 12). Comprehensive testing of the restraint measurement on track and high-rail vehicles that can operate on curve slope and of the measuring system developed system with University of road and track have been developed to measure gage by the University of Nebraska–Lincoln has shown Nebraska–Lincoln’s track strength (4); examples include the TLV, the FRA that deflection measurements complement other deflection system. DOTX-218 gage restraint measurement system, and track measurements. the Holland Track Star. High Expectations Ballast Condition The rail industry anticipates growth in intermodal Ballast is the track’s foundation, and the ballast con- traffic, both domestic and international, as public dition affects long-term performance of the track; entities and trucking companies turn to the railroads any settlement-related degradation of performance to help solve problems of highway congestion, esca- will cause stress on track components and rolling lating fuel prices, and driver shortages. Challenges stock. As track degrades, ballast wear under load or include issues associated with an aging infrastructure from contamination with material blown in or spilled and an aging workforce, along with a constant pres- from passing trains can cause ballast fouling, which sure to maintain leadership in terms of safety and can increase the rate of deterioration (5). efficiency. The pressure to do more with fewer Track inspections can detect ballast fouling with resources and less staff has never been greater. ground-penetrating radar (GPR), a nondestructive Track structural assessment and inspection tools technology that pulses electromagnetic energy into present unique opportunities to respond to these the ground to develop an image of the subsurface (6, challenges. By providing timely and accurate safety 7), as shown in Figure 4 (below, left). Although the inspections, by guiding maintenance, and by ensur- measurement of fouling has been a challenge with ing efficient use of resources, these technologies can GPR, methods have developed to analyze the differ- advance the efficiency and safety goals of the indus- ence in signal response between clean ballast and try. In addition, these technologies can assist in eval- highly fouled ballast and to correlate the result with uating compliance with construction specifications, accepted measures of fouling condition (8, 9). GPR so that new rail infrastructure can offer higher levels also may assist in measuring the layer thickness, proof quality and uniformity. file, moisture content, and drainage of track sub- The vibrant history of railway track research and structure and may detect buried objects. development has introduced many technologies that have spurred further understanding of track behav- Track Deflection ior and quality. Industry has applied these advances Track support is critical to track performance. The to the training of inspectors and workmen in the best measure of track support is the vertical track finer points of track behavior and inspection. stiffness, analyzed with the track vertical load-deflec- These efforts have produced high expectations tion curve slope (9), as illustrated in Figure 5 (right). Radar Most important are the slope associated with the 50 Maximum deflection Air seating deflection, which indicates gaps of slack 40 Coarse between track components, and the slope associated aggregate ballast layer with the contact deflection, which indicates the load- 30 Well-graded gravel deflection response of the track when all elements are subballast layer 20 Fine grain subgrade soil engaged. The contact deflection is associated with Seating deflection variations in subgrade stiffness, track superstructure, 10 Vertical Load (klb) Vertical and the shallow substructure. Contact deflection FIGURE 4 Ground- 0 Challenges to measuring the full load-deflection pen etrating radar signal 0 0.02 0.04 0.06 0.08 0.10 0.12 0.14 0.16 0.18 generation in response curve have led to the development of a system by the Vertical Rail Deflection (in.) to track substructure University of Nebraska–Lincoln to survey the track boundaries. for locations of excessive track deflection (10). A FIGURE 5 Track vertical load-deflection curve slope. TR NEWS 286 MAY–JUNE 2013 27 - Installation of an IDEA project at the Trans portation Technology Inc., to Center, detect railroad car truck hunting, or swaying. State-of-the-art track State-of-the-art vehicles near assessment Wyoming: Cheyenne, EC-4 Union Pacific evaluation car and FRA DOTX-218 gage restraint in measurement system of consist with University Nebraska–Lincoln track deflection system. , , TRB, National for Railroad Safety IDEA Programs Seek Proposals he Transportation Research Board (TRB) is accepting proposals for proj- Research Board he Transportation ects to develop and test innovative methods to improve railroad safe- ects to develop and test innovative methods Proposals are due September 16, 2013. The Federal Railroad Adminis- Proposals are due September 16, 2013. IDEA proposals, see the For instructions on preparing and submitting

Transportation Research Record: Journal Record: Research dition Evaluation, In Transportation No. 1742 Board, Research of the Transportation pp. 61–67. D.C., 2001, Washington, Council, Research No. FRA/ORD-05/05. Federal Railroad Moving Car. Report 2005. Adminstration, December M. Fateh, K. Hicks, Toth, D. Clark, T. GeMeiner, mann, W. Verti- Real-Time from Estimation of Rail Stress and G. Carr. at American Presented Deflection Measurement. cal Track Society of Mechanical Engineers Joint Rail Conference 2009. Pueblo, Colorado, March

ty or performance through the Safety Innovations Deserving Exploratory ty or performance through the Safety seek to develop or test promis- Analysis (IDEA) Program. Proposals should railroad practice and can be ap- ing but unproved innovations to advance high-speed rail, intercity passen- plicable to any type of railroad, including ger rail, or freight railroads. which is managed by TRB. tration (FRA) funds the Safety IDEA program, IDEA website, www.TRB.org/IDEA. IDEA Program Announcement on the Proposals are eligible for up to $100,000 in IDEA funds. Address questions to Jon Williams, [email protected], 202-334-3245. : IDEA : T P HOTO Real-Time Measurement of Track Modulus from a Modulus from 11. of Track Measurement S. Real-Time Farritor, 12. Suss- R. Arnold, T. Lu, H. Duan, S. Farritor, C., S. Greisen, Pro- , Trans- Proceedings of Proceedings Transportation Transportation Transportation Research Record: Research Transportation Journal of the Transportation Research Board, No. 1825 Board, Research Journal of the Transportation Freight and High-Speed Passenger Service. Freight on High-Speed and Intercity the 2010 Joint Rail Conference Rail, Urbana, Illinois, April 2010. on Road and Rail ceedings of the First International Conference May 17–18, 2010. , Opatija, Croatia. Infrastructure Maintenance on the Lateral Resistance the Influence of Track In Track. Tie of Concrete of the National Academies, Board Research portation Wash- ington, D.C., 2003, pp. 56–63. Testing and Implementation of a Continuous Track-Support Journal of the Record: Research Transportation In Technique. No. 1863, Board, Research Transportation of the National Academies, Board Research Washington, D.C., 2004, pp. 68–73. Fouling and Influence Considerations for Condition Assess- Journal of Record: Research ment Criteria. In Transportation No. 2289, Board, Research the Transportation of the National Academies, Board Research Washington, D.C., 2012, pp. 87–94. Railbound System Comparison Tests: Restraint Measurement No. DOT/FRA/ORD/03/29. Fed- Report and Hi-Rail Vehicles. Administration, 2003. eral Railroad Using 2 GHz Ballast Evaluation mann. Advances in Railroad Conference at 11th International Horn Antennas. Presented Columbus, Ohio, 2006. Radar, on Ground-Penetrating Using Ground-Penetrating face Evaluation of Railway Track No. FRA/ORD-09/08. Federal Railroad Radar. Report Administration, 2008. at Analysis. Presented in Railway Structure NDT Techniques Canada, Montreal, on Railway Research, Congress 7th World June 2006. Load-Deflection Behavior for Con- mental Nonlinear Track 2. Esveld, C. Recent Developments in High-Speed Track. 3. Investigation of R., A. Kish, and M. J. Trosino. T. Sussmann, 4. Development and S. Kalay. Marquez, Li, D., R. Thompson, P. 5. of Ballast Source R., M. Ruel, and S. Chrismer. Sussmann, T. 6. Gage R. Sussmann, M. Fateh, and E. Curtis. J., T. Choros, 7. Suss- J. Boyle, and T. R., I. Al-Qadi, E. Tutumluer, Roberts, 8. and J. Boyle. Subsur- R., I. Al-Qadi, E. Tutumluer, Roberts, 9. Silvast, M., M. Levomaki, A. Nurmikolu, and J. Noukka. Selig. Funda- 10. E. Ebersohn, and E. T. R., W. Sussmann, T. 1. for Shared R. Sussmann. Slab Track D., and T. Bilow, Li, D., References for industry safety and efficiency. Continuing this efficiency. for industry safety and persistent and at targeted research will require trend risks. Building higher-quality safety unrelenting using structural inspection tools and infrastructure that the indus- will ensure to monitor deterioration safety and cost effi- try can meet the ever-increasing ciency expectations of modern railway track. 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 27 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage28 28 TR NEWS 286 MAY–JUNE 2013 Sharing TrackSharing Research Railroads and Produce Change Evaluations ofDemonstrationPilots Administration, Washington, D.C. and Development,FederalRailroad Research Division,Office ofResearch and RaslearisChief,HumanFactors and Culture Performance Program, Senior EvaluatorandManager, Safety Corporation, Reston,Virginia. Coplenis Morell isDirector ofEvaluation,Fulcrum Center, Cambridge,Massachusetts. Volpe National Transportation Systems and MulterisRailProgram Manager, Zuschlag isEngineeringPsychologist, Ranney isSeniorProgram Manager, JORDAN MULTER, ANDTHOMASG.RASLEAR JOYCE M.RANNEY, MICHAELK.ZUSCHLAG,JONATHAN MORELL,MICHAELK.COPLEN, the Federal Railroad Administration Fourteen Years ofSafety-Culture Improvement by Efforts R relations. industry’s earlymanagers setthetoneforemployee the CivilWar. Themilitarybackgroundsoftherail U.S. Armyrailroadoperationsin northernVirginia during tions betweenlaborandmanagement. was areactive managementstyleandadversarialrela- tions anduncertain operatingconditions.Theresult needed tightcontrol toprevent widespread disrup- ations. Thestyle,however, alsofitanenterprisethat punishment anddisciplinetomaintainsmoothoper- adopted acommand-and-control stylethatrelied on grounds ofitsearlymanagers,theindustry the steamengine.Reflectingmilitaryback- ailroading beganinthe1830swithinventionof work practices—resulted warning lightsandsafer from newtechnological rail safetyoverthepast Many improvementsin century— suchas and procedural

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B G : P ISHOP REG HOTO TR NEWS 286 MAY–JUNE 2013 29 PHOTO: HARLAN HOLFERTY/LIBRARY OF CONGRESS PRINTS AND PHOTOGRAPHS DIVISION A major wreck on the near & W.R.R. T.P. Chatsworth, Illinois, in 1887, was labeled “the most appalling railroad disaster on the Continent.” In the late 19th and early 20th centuries, the rail industry was so dangerous that compensation workman’s was impossible to implement. RS; the rail- 3 RS, the dominant themes were 3 Risk identification, Collaborative problem-solving, Root-cause determination, coaching and feedback, Peer-to-peer actions, and Implementation of corrective and sensitive A mechanism by which dangerous The Confidential Close-Call Reporting System The Confidential Close-Call Reporting RS). u u u u u u u The programs encompassed six aspects of sys- encompassed six aspects The programs FRA was a major driver of CSA and C In ISROP and C The testing and evaluations included 14 demon- 3 road industry initiated Participative Safety Rules industry initiated Participative road ORD evaluated the programs Revision and ISROP. limited the and analyzed what enhanced and what success. tem-based safety approaches: conditions could be openly discussed without fear of retribution. (C collective root-cause problem solving and implemen- problem collective root-cause actions. CSA added the unique tation of corrective coaching and feedback. Par- element of peer-to-peer dealt exclusively with collab- ticipative rules revision by labor and management. orative problem-solving rail- stration pilot sites; eight passenger and freight line; and workers in the one barge roads; mechanical, track, signal, and passen- transportation, evalua- 1, page 30). ORD’s unions (Table ger-service aimed at determining whether any of tion program settings. would work in railroad these approaches ). ). The railroad industry was not set up to be industry was not set up ). The railroad Investigation of Safety-Related Occurrences Clear Signal for Action (CSA), and Participative Safety Rules Revision, Participative u u u A combination of business conditions, federal A combination of business conditions, The industry was so dangerous that a workman’s was so dangerous The industry of information- a culture This history prevented technological on the industry relied As a result, success- have proved approaches These targeted policy, labor–management relations, accident statis- labor–management relations, policy, on the causes of tics, evolving opinion, and research Adminis- accidents encouraged the Federal Railroad tration (FRA), management, and labor to experiment interventions. with system-based safety culture compensation model of support for injured employ- for injured model of support compensation 1888 and 1894, for viable; between ees was not associated fatalities were than 16,000 example, more coupling of cars. The Federal with the joining or Act (FELA) of 1908 based com- Employers’ Liability fault deter- of relative pensation on the allocation proceedings. legal mined through solving. No framework arose sharing and problem accidents occurred. railroad for understanding why explanations pre- superficial Instead, simplistic, rooted view is that accident causes are vailed; today’s business, of technology, in systems—a complex and operating environ- process, human behavior, ments (1 approaches Technological approaches. and procedural as signals design, such deal with work-environment procedural equipment; or personal protection such as rules for work practices, address approaches crossing. a sounding a horn when approaching decreased ful—in the past 40 years, accidents have statistics, at low levels. The same and have remained also indicate that technology and procedure however, limited in are individually, considered approaches, Analyzed safety. their ability to continue to improve miles, the in terms of employee hours and of train slowed consider- have in accident reduction trends ably since 1985 (2 responsive to system-based safety approaches to min- to system-based safety approaches responsive imizing risk. Safety Culture Approaches Safety Culture accidents, in reducing the slow progress address To and Development (ORD) of Research the FRA Office 1998 to from implemented an evaluation program 2012 to identify and test system-based safety culture what ben- interventions: what would work and why, efits could be expected, and how those innovations pro- could be maintained. The evaluation program to system-based safety culture duced four approaches change: Protocol (ISROP), Protocol 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 29 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage30 30 TR NEWS 286 MAY–JUNE 2013 about applicationandconfusionexpectations. many canbecounterproductive, withdisagreements rules are criticalindirecting safebehavior, buttoo rules, someoverlappingandconflicting.The 1980s and1990sledtoaproliferation ofoperating The manymergers intherailroad industryinthe Description ofApproach Safety RulesRevision related evaluationprojects ( cal capabilitiestodesignandexecutearangeofrail- of experts withtheworkingrelationships andtechni- the evaluations,FRArecruited andassembledagroup pendent, objectiveevaluations.To ensure therigorof not onlyofsafetyculture approaches butalsoofinde- approaches were implemented. pilot sites.Safetyimprovements were seenasthe on thelessonslearnedfrom eachofthedemonstration and impactsincorporatedindustryperspectives portation SystemsCenterexaminedtheevaluations Evaluators atFRAandtheVolpe NationalTrans- ORD’s Program * TABLE 1Chronology ofORDPilots Not arailroadbuttransportationcarrier withworkerssubjecttoarulestructuresimilarthatofrailroads. Reporting System(C Confidential Close-Call Clear SignalforAction(CSA) Problem Solving Root-Cause-Analysis Revision Participative SafetyRules Approach As aresult, theindustrywaseducatedonvalue Leadership) Employees Exercising STEEL (SafetyThrough Behavior) CAB (ChangingAt-Risk Safety) Great LevelsofExcellencein EAGLES (EmployeeAlliancefor 3 RS) 3 ). Amtrak New JerseyTransit Canadian Pacific Union Pacific Union Pacific Union Pacific Amtrak (3 sites) Canadian Pacific National–Illinois Central Canadian Kansas CitySouthern Barge Lines* American Commercial CSX Transportation Carrier the rules,encouragingcompliance,improving the agement, ismeanttogeneratelabor’s ownershipof a workactivity? biguous anddescribestheonly andenforceable?observable which shouldbecraft-specific? labor andmanagement( ture, rulesviolationscangeneratetensionbetween Moreover, intheindustry’s fault-basedliabilitystruc- four questions: and management.Initially, theevaluationsaddressed in demonstrationsthatinvolvedajointeffort oflabor strategy forevaluation;FRAtherefore wasinterested holder involvement,however, isakeyelementand agers writeruleswithoutlaborinvolvement.Stake- Actively involvinglabor, withthesupport ofman- u u u u In thetraditionalapproach torulesrevision, man- What wording wouldensure thataruleisunam- What wording wouldmakethenewrules Which rulesshouldcoverallemployeesand Which rulesshouldremain? Start Year 2010 2009 2008 2007 2006 2005 2001 2003 2001 2000 1999 1991 Conductors, engineers Conductors, engineers Conductors, engineers Conductors, engineers Yard crews Road andyardcrews gate agents,customerservice Baggage, RedCaps,ticketand Three mechanicaldepartments transportation, signal Mechanical, track,engineering, transportation, signal Mechanical, track,engineering, All operatingdepartments transportation, signal Mechanical, track,engineering, Population 4–6). proper waytoperform TR NEWS 286 MAY–JUNE 2013 31 24 17 17 Core After Rules 19 88 88 93 98 101 242 227 Craft After Rules Canadian Pacific Railroad allowed FRA to study its incident investigation program, which comprised safety leadership, root-cause analysis of close-call and incident investigations, corrective actions, and safety communication. 36 125 686 105 105 110 259 244 115 Total After Rules 400 900 742 Total Rules 1,360 Before * An analysis of FRA incident data showed that at An analysis of FRA incident data showed Railroad Railroad American Commercial Barge Lines Canadian National–Illinois Central CSX Transportation • Transportation • Mechanical • and engineering Track Kansas City Southern • Transportation • Mechanical • and engineering Track • Clerical Informed estimate; specific count not available. TABLE 2 Number of Safety Rules Before and After Revision Rules Before Number of Safety 2 TABLE * one railroad, the rules-revision approach resulted in a resulted approach the rules-revision one railroad, in reportable 30 percent of approximately drop sites observed a decrease all crafts. Two injuries across revision in liability claims. In addition, the rules distinc- unrecognized added a previously approach rules. rules and craft-specific tion between core Root-Cause Analysis Description of Approach innovative implementing different, were Railroads approaches. risk-management and safety culture example, had for Canadian Pacific (CP) Railroad, for investigating incidents, established a program Protocol Investigation of Safety-Related Occurrences Collaboration would improve safety and safety safety and Collaboration would improve Labor involvement and collaboration with man- Labor involvement and 2. 1. The Participative Safety Rules Revision was applied Safety Rules Revision The Participative two hypotheses: tested This project Respondents from carriers that used both safety carriers that used Respondents from in The interviews also suggested improvements

labor–management relationship, and strengthening relationship, labor–management the safety culture. activities that made The first comprised in two phases. in willingness to involve labor clear management’s and of retaining worthy were deciding which rules the rulebook. In the from which should be removed management collaborated to second phase, labor and the rules and to make them more simplify and reduce objective and enforceable. Methods and Findings in The evaluation involved interviews of participants sug- The results of the rules. and revision the review both safety requires gested that a successful approach by labor solving leadership and collaborative problem and management. a rulemaking reported leadership and participative experi- force The work positive shift in safety culture. enced a change in the value of rules—survey not helpful” to “mostly transitioned from responses “mostly helpful.” This is a major accomplishment— had an alteration in the way that labor historically industry rules. viewed railroad compliance. and in rule labor–management relations at all four significantly The number of rules dropped carriers, as shown in Table transportation participating 2 (above, right). culture. agement would provide a better understanding of agement would provide and observedwhich rules could be and enforced which could not, and

: C : P R P HOTO AILROAD ACIFIC ANADIAN 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 31 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:22PMPage32 32 TR NEWS 286 MAY–JUNE 2013 many investigations,50percent (significant)reduction ininjuryrate;( FIGURE 2Injuryreduction related tonumberofinvestigations:( few investigations,4percent reduction ininjuryrate. 2: laterstart,43percent (significant)reduction ininjuryrate;and( ISROP Reports per Month health andsafety management; H&S= Protocol (ISROP).(Mgmt= Related Occurrences InvestigationofSafety- operations andimpact: FIGURE 1Logicof 10 12 10 12 10 12 0 2 4 6 8 0 2 4 6 8 0 2 4 6 8 Jan-03 Jan-03 Jan-03 Mar-03 Mar-03 Mar-03 May-03 May-03 May-03 Jul-03 Jul-03 Jul-03 Sep-03 Sep-03 Sep-03 Nov-03 Nov-03 Nov-03 Jan-04 Jan-04 Jan-04 Mar-04 Mar-04 Mar-04 May-04 May-04 May-04 Jul-04 Jul-04 Jul-04 Sep-04 Sep-04 Sep-04 Labor-Mgmt 1. • Monitoring • Trainingresources

Nov-04 Nov-04 Nov-04 • Policyforuse Safety Leadership CORPORATE Jan-05 Jan-05 Jan-05 Mar-05 Mar-05 Mar-05 May-05 May-05 May-05 Jul-05 Jul-05 Jul-05 Sep-05 Sep-05 Sep-05 (b) (c) Nov-05 Nov-05 (a) Nov-05 Jan-06 Jan-06 Jan-06 Mar-06 Mar-06 Mar-06

May-06 May-06 May-06 2. ProblemSolving • Root-Cause • Quarantine • Labor-MgmtTeam • H&SCommittee 3. Investigation

. • Resources • Policyforuse Implementation Jul-06 Jul-06 Jul-06 H&S Capability Management and Sep-06 Sep-06 Sep-06 Nov-06 Nov-06 Nov-06 ISROP Jan-07 Jan-07 Jan-07 Mar-07 Mar-07 Mar-07 a SERVICE AREA ) Department1: May-07 c May-07 May-07 ) Department3: Jul-07 Jul-07 Jul-07

b Sep-07 Sep-07 Sep-07 ) Department Nov-07 Nov-07 Nov-07

Jan-08

Jan-08 Jan-08 Communication • System-wide • SafetyBriefings Communication 4. Safety • Prevention • IssueResolution Action 5. Corrective Mar-08 Mar-08 Mar-08 May-08 May-08 May-08 Jul-08 Jul-08 Jul-08 Sep-08 Sep-08 Sep-08 Nov-08 Nov-08 Nov-08 other industriestoimprove safety: CSA integratesthree processes thathaveworkedin Description ofApproach Clear SignalforAction ure 2,atleft). experienced correspondingly smallerchanges(Fig- injury rates;thesitesthatmadelessuseofISROP highest-use siteexperienceda50percent decrease in site thatusedittheleast,seveninvestigations.The that useditslightlyless,114investigations;andthe col themostconducted142investigations;site 2003 andJanuary2008,thesitethatusedproto- rections ofsafety-related problems. BetweenApril the three sites. withworkersandmanagersat follow-up interviews notes, analysisofcorrective actions,andbaseline safety culture scale.Qualitativedataincludedfield investigations andinjuries,aswellthescores ona Quantitative measures includedthenumbersof Methods andFindings process (7–9). user. Figure 1(above)depictsamodeloftheISROP ISROP, onewasamoderate user, andthethird alow ments atthree locations.Onesitewasahighuserof policy, procedures, andmanagementpractices. tributing causesincludedsuchfactorsascompany investigation reports toensure thatthelistofcon- gram wasrolled out,seniormanagementreviewed rective actions,andsafetycommunication.Asthepro- analysis ofclose-callandincidentinvestigations,cor- ment safetyleadership,labor–managementroot-cause to evaluateISROP, whichcombineslabor–manage- ture. SeniormanagementatCPagreed toallowFRA (ISROP), whichappeared tobeinfluencingsafetycul- ISROP produced manyinvestigationsandcor- FRA evaluatedISROPatthree mechanicaldepart- u • Effective • Complete • Fair Effectiveness 6. Investigation • … Concerns • RaisingSafety Relations • Labor-Mgmt Culture 7. Safety Peer-to-peer feedback(10,11),

First-Order Outcomes Second-Order • Injuries Trends 8. Safety

Outcomes • InjuryCost Trends 9. Safety Third-Order Outcomes TR NEWS 286 MAY–JUNE 2013 33

PHOTO: MATT JOHNSON FIGURE 3 Logic of operation and impact: Clear Signal for Action (PPF = (CSA) process. feedback; peer-to-peer CI = continuous improvement; SLD = safety leadership development; PPE = personal protective equipment.) A pilot demonstration of the Clear Signal for Action approach with Amtrak baggage handlers led to a 76 percent reduction in injuries. Interview and survey data suggested that safety RS sends close-call reports through a neutral third through RS sends close-call reports 3 party to remove sensitive information and then to remove party Louisiana and recorded a 62 percent reduction in reduction a 62 percent Louisiana and recorded in productivity, increase derailments and a resulting with less time spent on repairs. sites varied in although the three improved, culture the local managers led the approaches. how effectively safety culture leaders improved Pilot sites with strong success of and had smoother implementations. The Amtrak the pilot sites encouraged Union Pacific and their organizations. to expand CSA throughout Close-Call Reporting System Description of Approach C 12). The second ), (10–13 improvement process Continuous (14, 15). Safety leadership u u The first demonstration focused on baggage han- The first demonstration focused on baggage With strong labor–management cooperation, the strong With dlers at Amtrak in Illinois and resulted in a 76 per- dlers at Amtrak in Illinois and resulted in injuries ( cent reduction Methods and Findings evaluated. Quan- demonstration pilot sites were Three safety outcomes included railroad titative measures such as injuries, locomotive engineer decertifications, survey. and postperception derailments, and a pre- and included interview results Qualitative measures assess the extent of to records analyses of project implementation. in crews demonstration was with Union Pacific road in loco- decrease in a 79 percent and resulted Texas a motive engineer decertifications—considered a red through for collisions, because running proxy The third signal risks crashing into another train. in crews demonstration was with Union Pacific yard three processes work together to address risks that work together to address processes three as well as systemic issues control, within workers’ are Outcomes of the can correct. that only management changes in worker practices, sys- include process management practices. In temic conditions, and in safety in improvements turn, these changes result illus- 3 (below) (2, 16–21). Figure and safety culture trates the CSA process. and 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 33 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 34

Methods and Findings Four pilot sites have implemented all elements of Close Call C3RS successfully, including third-party reporting, close-call case analysis by labor–management teams, and corrective actions. A commonly reported prob- Worker observes lem was excessive speed on the mainline track dur- close call Labor BTS/NASA debriefs ing “slow orders,” when multiple orders to slow worker down because of track maintenance are grouped Worker reports closely together. The recommended corrective action to BTS/NASA BTS/NASA PRT makes custom encouraged maintaining one speed—the lowest analysis request velocity—throughout all adjacent slow orders. PRT recommends Quantitative analysis of these sites showed a 31 per- Peer-Review cent decrease in human factors–related derailments corrective actions Team for one railroad (Figure 5, below left). At the same site, PRT, company track, evaluate changes tests found positive changes in many validated sur- Management vey scales of safety culture (Table 3, page 35). In interviews, knowledgeable respondents indicated that Corporate Local disciplinary cases decreased by approximately 90 percent. Data indicated a 48 percent decrease in C3RS reports related to excess speed. Railroad reports Workforce to workforce Beyond the Pilots ORD’s evaluation program has affected the industry in many ways (Table 4, page 35). Many labor, man- FIGURE 4 Confidential transmits the case to a problem-solving peer-review agement, and FRA personnel who were committed Close-Call Reporting team of labor, management, and FRA representa- to the demonstrations became advocates for system- 3 System (C RS) process. tives. The reports allow railroads to learn more about based approaches to reduce risk and to improve (BTS = Bureau of Transportation Statistics; risks and to mitigate risks, while protecting employ- safety culture. Relationships among these advocates NASA = National ees from blame (22, 23). Figure 4 (above) depicts the facilitated collaboration, coalitions, and gradual Aeronautics and Space C3RS process. industrywide culture change. Administration; PRT = With C3RS, the peer-review teams, trained in root- Knowledge about the demonstrations spread peer-review team.) cause analysis and continuous-process improvement, within the industry through research briefs, confer- analyze close-call events for the root causes of acci- ences and presentations, efforts of the C3RS national dents and recommend corrective actions. Interposed steering committee, and other targeted meetings, between the worker and management is a neutral events, and activities that included labor, manage- third party—either the Bureau of Transportation Sta- ment, and government stakeholders. The results tistics or the National Aeronautics and Space Admin- from the demonstrations have precipitated a variety istration, depending on the railroad involved—that of changes within both the industry and the U.S. FIGURE 5 C3RS impacts at collects event reports and communicates to the rail- Department of Transportation. one site (percent change). road, protecting employee identities. Evaluations of FRA’s 14-year evaluation program to test new approaches to improving safety and safety culture confirm that the approaches can be imple- Human Factor Excess Speed Disciplinary Derailments Reports Cases mented successfully with (a) a high and sustained 0% level of commitment and championship by the -10% senior management of a carrier and (b) visible, active -20% leadership from labor and management at all levels. -30% Implementing the approaches required considerable effort, formative evaluations improved the imple- -40% 31% Reduction mentations, and the success of the implementations -50% 48% Reduction was an accomplishment in and of itself. -60% The evaluations also confirmed significant posi- -70% tive results in improving safety and safety culture, as -80% well as the value of change effected collaboratively by

TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE -90% labor and management in these areas, as summa- 90% Reduction 34 -100% rized in Table 5 (page 36). TR NEWS 286 MAY–JUNE 2013 35 X X X X X X X X X X X X Significant Improvement Significant Management Labor Amer- , 2003. January Report No. DOT/FRA/ Report The Impact of Safety Rules Revi- The Impact of Participatory Safety The Impact of Participatory Transportation Research Record: Journal of the Record: Research Transportation Assessment. In No. 1899, Transportation Board, Research Transportation of the National Academies, Washington, Board Research D.C., 2004, pp. 156–163. Safety Rules Revision on Incident Rates, Liability Claims, and Industry. the U.S. Railroad in Culture Administration, Washington, ORD-07/14. Federal Railroad L01613. D.C., 2007. www.fra.dot.gov/eLib/details/ Incident Rates, and Liability Claims in sions on Safety Culture, Results RR03-03. Federal Research Industry. the U.S. Railroad D.C. Administration, Washington, Railroad . www.fra.dot.gov/eLib/details/L03554 on Evaluation Use: A Research and B. Volkov. Lawrenz, 1986 to 2005. from Review of the Empirical Literature ican Journal of Evaluation, Vol. pp. 377–410. 30, 2009, and M. Coplen. Cooperative M. Zuschlag, S., J. Ranney, Wu, Actions for Reducing Root-Cause Analysis and Corrective Implementation and Safety Culture: Injuries and Improving Investigation of Safety-Related Outcomes of Canadian Pacific’s Administra- (ISROP). Federal Railroad Protocol Occurrences D.C. (in preparation). tion, Washington, Labor–management relations during change Organizational fairness Supervisor fairness relationships Supervisor–employee Management safety supervisors Raising concerns with safety priorities Work Helping behavior Coworker safety . Safety Culture Scale Safety Culture 5. J., and C. Nelson. Ranney, 6. M., and J. Ranney. Coplen, 7. J. A. King, F. S. A. Toal, Johnson, K., L. O. Greenseid, 8 TABLE 3 Confidential Close-Call Reporting System: Reporting System: Confidential Close-Call 3 TABLE Management for Labor and Change Safety Culture Risk-reduction program Systemwide policy change, with emphasis on systems Systemwide total safety culture program electronic distraction pilot Peer-to-peer Systemwide safety culture program Rail Safety Improvement Act of 2008 requires railroads to develop risk-reduction programs that systematically evaluate risk. (“The Secretary may conduct behavior-based safety and other research, including pilots before Safety leadership development and peer-to-peer safety and peer-to-peer culture within the department instead of individuals promulgating regulations….”) organizational culture change, improved collaboration, Changes Trans- . GAO 10-30. U.S. Government . MIT Press, Cambridge, Massachusetts, 2011. Applied to Safety. MIT Press, formation of Safety Culture on the San Antonio Service Unit of formation of Safety Culture Railroad Federal . Final Report. Union Pacific Railroad D.C. October 2012. www. Administration, Washington, fra.dot.gov/eLib/details/L04121. Methods Can Help of Rigorous A Variety Evaluation: Program Interventions Identify Effective 2009. D.C., November Washington, Accountability Office, Industry: An Exploratory Rules Revision in U.S. Railroad Canadian Pacific Norfolk Southern Congress BNSF Safety CouncilU.S. Department of Transportation team to spread safety Includes a safety culture action Toronto Transit Toronto Union Pacific Railroad Federal Railroad Administration Amtrak aimed at Program: $20 million effort Safe-to-Safer Organization 2. M. Coplen, and M. Harnar. M., J. Ranney, Zuschlag, 1. Systems Thinking Leveson, N. G. Engineering a Safer World: 3. 4. J., and C. Nelson. Ranney, Safety Impacts of Participatory TABLE 4 Safety Culture Changes Influenced by ORD Program by ORD Program Changes Influenced 4 Safety Culture TABLE References References Acknowledgments and served as partners and organizations Many people the for responsible the federal personnel advisers to evaluation of the and funding, implementation, to is expressed Appreciation demonstration projects. Western the Evaluation Center, at evaluation staff labor and management at Amer- Michigan University; Lines, Amtrak, Canadian Barge ican Commercial CSX, Kansas City Southern, and Pacific Railroad, and leaders of the Ameri- Union Pacific; to members American Association, the can Public Transportation Association, the Railroad Line and Regional Short of the Brotherhood Railroads, Association of American the Transporta- and Trainmen, Locomotive Engineers International Union, and the tion Communications Union; to consultants, evalua- United Transportation Science Technology, at Behavioral tors, and researchers Statistics, Cyintech, of Transportation Inc., the Bureau and MacroSys Jacobs Engineering, Inc., Hile Group, Services; to the Industrial and Organiza- Technical Connecticut; University of tional Psychology Program, Group. and to The WreathWood 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 35 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage36 36 TR NEWS 286 MAY–JUNE 2013 Reporting System. Confidential Close-Call pilot testofthe the siteofanAmtrak Queens, NewYork, was The Sunnysiderailyardin TABLE 5SummaryofResultsAcross AllPilots 5 Cook,S.,andT. in E.McSween.TheRoleofSupervisors 15. Krause,T. R.,K.J.Seymour, andK.C.M.Sloat.Long-Term14. Improvement Process: HowAmerica’s Harrington,H.J.The 13. Juran,J.M.ManagerialBreakthrough: ANewConceptofthe 12. Geller, E.S.Behavior-Based SafetyinIndustry:Realizingthe 11. Krause,T. R.Employee-DrivenSystemsforSafeBehavior: 10. Coplen,M.,andM.T. Lee.CanadianPacificRailwayInves- 9. Approach ofdnilCoeCl eotn ytmRoadand Confidential CloseCallReportingSystem •50%dropininjuryrates(allinjuries) Mechanical Clear SignalforAction Root-Cause AnalysisProblemSolving atcptv aeyRlsRvso l prtn •30%reductioninreportableinjuries Alloperating Participative SafetyRulesRevision Replications. SafetyScience,Vol. 32,1999,pp.1−18. Performance: AMeta-Analysisof73InterruptedTime-Series Evaluation ofaBehavior-Based MethodforImproving Safety York, 1987. Leading CompaniesImprove Quality Manager’s Job.McGraw-Hill,NewYork, 1964. (2001). fare. Large-Scale PotentialofPsychologytoPromote HumanWel- trand Reinhold,NewYork, 1995. Integrating BehavioralandStatisticalMethodologies L03518. D.C., September2006.www.fra.dot.gov/eLib/Details/ RR06-13. FederalRailroad Administration,Washington, Helpful byBothLaborandManagement.Research Results tigation ofSafety-RelatedOccurrences Protocol Considered Applied andPreventive Psychology , Vol. 10,pp.87–105 . McGraw-Hill,New

Functions yard crews •79%dropinlocomotiveengineer Yard crews Road crews tto evcs•76%dropininjuryrates Station services

. Van Nos-

, F , F : P LICKR LOWIZM HOTO 3 Raslear, T., J.Ranney,23. andJ.Multer.ConfidentialClose-Call 18. Zuschlag, M.,J. 18. Coplen,M.,J.Ranney, andM.Zuschlag.Decreases inColli- 17. Coplen,M.,J.Ranney, andM.Zuschlag.Behavior-Based 16. 22. 21. Coplen, M.,andJ.Ranney. Coplen,M.,J.Ranney, andM.Zuschlag. 20. 19. Coplen, M.,J.Ranney, andM.Zuschlag. ClearSignalfor L04249. ington, D.C.,December2008.www.fra.dot.gov/eLib/Details/ Results RR08-33.FederalRailroad Administration,Wash- Reporting System:Preliminary EvaluationFindings www.fra.dot.gov/eLib/details/L03582. mance andSafetyCulture Road andYard OperationsShowsImproved SafetyPerfor- of anOrganizational ChangeProgram forUnionPacific tember 2009.www.fra.dot.gov/eLib/details/L01342. Federal Railroad Administration,Washington, D.C.,Sep- Behavior Process atUnionPacific . Research ResultsRR09-20. sion RiskandDerailmentsAttributedtoChangingAt-Risk www.fra.dot.gov/eLib/details/L03506. Administration, Washington, D.C.,February2007. and Cost Safety atAmtrak–ChicagoAssociatedwithReducedInjuries of anOngoingDebate. ACaseStudyExamination Behavioral SafetyObservations: Derailments_Decrease_C ington, D.C.,2012.www.fra.dot.gov/rpd/downloads/RR_ Results RR12-04.FederalRailroad Administration,Wash- Derailments Decrease atC Details/L04248. Railroad Administration,May2009.www.fra.dot.gov/eLib/ Yards withSTEELProcess. Research ResultsRR09-08.Federal Compliance, andDerailmentRatesImprove atUnionPacific www.fra.dot.gov/eLib/details/L01462. road Administration,Washington, D.C.,September2009. RR09-19. U.S.Department ofTransportation, FederalRail- ing At-RiskBehaviorProcess at Union Pacific Culture andLabor–Management RelationsAttributedtoChang- www.fra.dot.gov/eLib/details/L03505. Railroad Administration,Washington, D.C.,February2007. Constraining Signals. Action Program Addresses LocomotiveCabSafetyRelatedto Safety Science Outcomes • 48%dropinexcess-speedreports • 90%dropindisciplinarycases • 81%dropinderailments • 71%dropinreportableinjuries • Dropinliabilityclaims • 62%dropinyard-derailmentrates • 31%reductioninderailmentsatonesite decertification rates . Research ResultsRR07-07 . Ranney, andM.Coplen.Program Evaluation Research ResultsRR07-08.Federal Professional Safety,2000,pp.33–36. 3 RS_Site_at_Midterm_final.pdf; 3 . RS SitesatMidterm. Submitted forpublicationin Safe Practices,OperatingRule . Federal Railroad . Research Results Improved Safety . Research Research TR NEWS 286 MAY–JUNE 2013 37

PHOTO: NEFF CONNER The research revealed that the majority of The research revealed that the majority The RSIA had stipulated that if hours-of-ser- A worker commutes on the Dallas Area Rapid FRA researchers studied Texas. Red Line in Transit long fatigue impacts of split shifts, or shifts with breaks in between peak work periods, and off-duty less found that split-shift employees often were tired than workers on regular shifts. Raslear is Chief, Human Factors Research of Research and Division, Office Attorney, Development, and Brennan is Trial of the Chief Counsel, Federal Railroad Office D.C. Administration, Washington, split-shift workers used the interim release for split-shift workers used the interim release pas- napping and were less fatigued than other reg- FRA’s senger train employees. Consequently, interim ulation has allowed split shifts and release to continue in passenger service, avoid- ing the need for scheduling changes that would have been costly for rail carriers and employees. vice regulations for passenger train employees within three were not issued and put into effect years, the statutory hours-of-service provisions for freight train employees would apply to passenger train employees as well. The RSIA was enacted on October 16, 2008; FRA met the statu- on tory deadline, and the rule became effective October 15, 2011. Regulatory Effectiveness Fatigue Research Improves Fatigue THOMAS G. RASLEAR AND COLLEEN A. BRENNAN THOMAS G. RASLEAR a The findings showed that employees b he Rail Safety Improvement Act of 2008 he Rail Safety Improvement (RSIA) authorized the U.S. Secretary of (RSIA) authorized The RSIA required that the regulations con- The RSIA required that the regulations Interim releases ranged from 4 to 9 hours, Before the RSIA, Congress had raised ques- Before the RSIA, Congress www.fra.dot.gov/eLib/details/L01305. Federal Register, Vol. 76, No. 156, p. 50390. Vol. Federal Register, a b sider “scientific and medical research related to sider “scientific and medical research related railroad fatigue and fatigue abatement [and] improve scheduling and operating practices that support safety or reduce employee fatigue.” To train the rulemaking, FRA surveyed passenger sleep employees about their work schedules and patterns. in split shifts worked 7.6 hours, compared with 7.9 hours by employees who worked straight through, without an interim release. of with a median time of 5.1 hours. Two-thirds the interim release periods coincided with sleep, workday sleep as split-shift workers offset deficits by napping during the interim release. FRA researchers analyzed the work and sleep Schedul- schedules with the Fatigue Avoidance a biomathematical model of perfor- ing Tool, mance and fatigue, and concluded that split-shift workers were less fatigued than passenger train employees whose schedules did not include an interim release. Transportation to prescribe additional regula- Transportation hours of service by train tions governing the in rail passenger trans- and engine employees delegated this author- portation. The Secretary of the Federal Railroad ity to the head Administration (FRA). tions about the safety of split shifts in passenger morn- service. In split shifts, individuals work the off ing peak period, have at least four hours “interim duty in the middle of the day—called for the release”—and then return to work shifts evening peak. Employees working split of therefore may be awake for long periods When time, which may increase fatigue. acci- employees are fatigued, human factors regulatory impact FRA’s dents are more likely. indicated that alternatives to analysis, however, more split shifts would require railroads to hire current employees and would limit pay for employees. T 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 37 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage38 38 TR NEWS 286 MAY–JUNE 2013 Sharing TrackSharing Research Railroads and Highway–Rail GradeCrossingIncidents Success Factors intheReductionof Division. and Engineering Engineer, SystemsSafety Analyst, anddaSilvais Operations Research Massachusetts. Hortonis Center, Cambridge, Transportation Systems tration, Volpe National Technology Adminis - Research andInnovative The authorsare withthe SUZANNE M.HORTON ANDMARCOP. daSILVA I provided asignificant safetybenefit. industry guidance,policies,and rules,whichhave vided theinformationtosupport implementationof Federal Railroad Administration (FRA)havepro- trends. Inaddition,majorresearch initiativesbythe ing incidents,fatalities,andinjurieshasdriventhese zations thatshare thegoalofreducing grade cross- ( 63 percent, andinjuriesbyapproximately 65percent approximately 65percent, fatalities byapproximately fic, collisionsatgradecrossings havedeclinedby 1 ). The collaborationofmanyagenciesandorgani- Despite increases inmotorvehicleandtraintraf- grade crossings hasimproved significantly. n thepast20years,safetyatpublichighway–rail influence onsafety(4 ited highwaysafetyimprovements asthegreatest incidents andfatalitiesfrom 1975to2001andcred- Savage focusedonthereduction ingradecrossing impact ofeachfactor. Asimilar studybyMokand dent Reporting System(RAIRS)toestimatethe applied datafrom theFRARailroad Accident–Inci- sible factorsingradecrossing incidentreduction and from 1994to2007( reduction ofhighway–railgradecrossing incidents mine thesafetyfactorsthathadanimpacton FRA therefore fundedatwo-phasestudy todeter- tributed tothesuccesseshadnotbeenidentified. evident, butthefactorsandinitiativesthatcon- The improvements ingradecrossing safety were 2, 3).Thestudyidentifiedpos- ). drop ininjuries,fatalities, approximately 65percent An FRAstudyexamined the causesbehindan highway–rail grade and collisionsat

crossings.

: TRB S TRB : P TAFF HOTO TR NEWS 286 MAY–JUNE 2013 39 FRA requires all locomotives exceeding 20 mph at a crossing to have auxiliary alerting lights— which increase perceptibility for drivers—as well as headlights. ). 6 ). Regular maintenance and inspection were 3 49 CFR 234. intended to reduce the risk of warning device mal- the risk of warning intended to reduce function. 3 Before the rulemaking, FRA undertook research to research undertook the rulemaking, FRA Before locomotive headlight of various effects evaluate the making and on motorists’ decision configurations (5 the results published Motor Vehicles Reliable More during the period of Automobiles manufactured reli- A more safety and reliability. in study increased down the possibility of breaking able vehicle reduces tracks and being railroad or stalling while crossing train. struck by an oncoming Sight Lines Clearance of obstruc- and the removal The clearing of vegetation enables highway users to tions at grade crossings observe the tracks and any oncoming trains at farther sight distance Adequate the crossing. distances from the risk reducing allows highway users to stop safely, train. of collision with an unexpected or undetected established a of Transportation The U.S. Department calcu- in 2002 to determine technical working group lations for adequate sight distance ( Maintenance Rule Grade Crossing System Signal The final rule on Grade Crossing must issued in 1995, stated that railroads Safety, and implement specific maintenance, inspection, warning sys- for active crossing testing requirements tems. 2 1 49 CFR 229. 69 Code of Federal Regulations (CFR) 48104.

1 2 Locomotive Conspicuity aids drivers conspicuous Making locomotives more in judging not only in seeing an oncoming train, but Stan- its distance and speed. The Locomotive Safety December 1997, stated that all loco- effective dards, must have motives that exceed 20 mph at a crossing lights in addition to the headlights. auxiliary alerting Commercial Driver Safety Commercial national legislation of study, During the period driver emphasis on commercial placed a greater Act of Carrier Safety Improvement The Motor safety. Federal Motor Carrier Safety 1999 established the of reduc- Administration, with the primary mission large ing crashes, injuries, and fatalities involving on Com- trucks and buses. In October 1999, the law stated that the Driver Disqualification mercial of violating drivers convicted licenses of commercial crossing warning devices at a highway–rail grade would be suspended. Identifying Success Factors Identifying and discussions of the literature reviews Extensive as 11 factors identified matter experts with subject in grade to the improvement likely contributors The factors included rulemakings, safety. crossing and trans- in the grade crossing changes or advances and political, societal, and environment, portation asso- of the 11 factors were economic changes. Most effort. FRA research ciated with a significant

: TRB S TRB : P TAFF HOTO 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 39 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage40 40 TR NEWS 286 MAY–JUNE 2013 the U.S.Code. Section 130,Title 23,of grade crossingsunder improve highway–rail appropriated fundsto Maryland. U.S.Congress in Bladensburg, separate aCSXcrossing a bridgetograde- Construction crewsbuild pedestrian traffic. crossing protect Washington Staterail flashing lightsata Street markingsand has workedwithstates,railroads, andotherstake- ings protect pedestriantraffic. TheFRAOffice ofSafety New devicesandtechnologiesinstalledatgradecross- Pedestrian Safety 1999 (7 4 cation. cars andtheoptimalsizepatternforappli- mine thevalueofadheringreflectors tofreight rail pattern. FRAconductedextensiveresearch todeter- freight carsandlocomotivesinaspecifiedcolor application ofretroreflective sheetingtothesidesof Rolling Stock,effective March 2005,mandatedthe The finalruleonReflectorizationofRailFreight Freight CarReflectorization 49 CFR224. 4

The fullresearch report waspublishedin

B A : P VA B : P OSSI NDREW HOTO RETT HOTO used alsotoclose,separate,andupgradecrossings. overlaps othersuccessfactors,sincethefundsare ing improvement plan.TheSection130program the funds,andeachstateimplementsitsowncross- Section 130,Title 23,oftheU.S.Code. Statesapply improvements tohighway–railgradecrossings under Congress appropriates highwayfunds for safety Crossing Improvement Programs behavior athighway–railgradecrossings (9 traced theeffects oftheinitiativesonreducing risky Public EducationandEnforcement Research Study ings andonrailroad rights-of-way. TheFRA-sponsored highway–rail gradecross- fatalities, andinjuriesat prevent tragiccollisions, awareness programs to provides educationand tional organization that Lifesaver isaninterna- enforcement. Operation ior atcrossings withactive discouraging riskybehav- grade crossings andby dangers ofhighway–rail ucating thepublicon proactive approach byed- Communities are takinga Enforcement Education and improvements. warning devicesatcrossings forupgradesandsafety sion. Statesandcommunitiesroutinely evaluate higher effectiveness valuereduces theriskofacolli- Upgrading tocrossing warningdevicesthathavea Warning DeviceUpgrades to nearlyzero. and gradeseparationsreduce theriskofacollision 1990, 70,004hadbeenclosedasof2008.Closures public andprivateat-gradecrossings attheendof closing of25percent ofallcrossings. Ofthe292,839 In 1991,theFRAAdministratorrecommended the Crossing Closure andGradeSeparation treatments athighway–railgradecrossings ( holders toidentifyandcataloguepedestrian-specific 2003 to2007. analyzed thecontinueddecline inincidentsfrom ing incidentsfrom 1994 to2003.Thesecondphase analyzed thereduction inhighway–railgradecross- The firstphaseoftheresearch onsuccessfactors Research Methodology rights-of-way. crossings andrailroad awareness tosafetyatrail resources bringpublic posters andothersafety Operation Lifesaver 8

L IFESAVER

PERATION

: O : I MAGE TR NEWS 286 MAY–JUNE 2013 41

PHOTO: MICHAEL HICKS Warning device upgrades Warning were among the success the factors considered in FRA study. 3.1 4.6 5.1 4.6 –8.7 –5.1 1.02 2003–2007 - - Percent Reduction Percent 3.1 3.7 3.1 34.6 15.6 1994–2003 1.6 1.8 1.0 1.8 1.4 18.7 15.5 2003–2007 During the first phase, from 1994 to 2003, from During the first phase, a shorter 2003 to 2007 was The study from included in the sec- additional factors were Two 2003 to in pedestrian incidents from The increase The contributions of the factors that were not that were of the factors The contributions Results and Analyses cal- were reduction and percent impact The percent The in each phase of the study. culated for the factors 1 (below). in Table shown are results driver safety and loco- commercial in improvements contributions to the largest motive conspicuity made incidents. The analysis during the in the reduction that the safety benefits from second phase revealed during the introduced and measures regulations by 2007. 1990s had been fully realized the analy- period, with fewer incidents included in the annual sis, which magnified any variability in do not imply table data. Negative values in the results incidents, but in that the factor caused an increase those fac- derived from benefits were that no further tors after the first phase. and freight ond phase of the study: pedestrian safety Grade Cross- Neither the RAIRS car reflectorization. indicates Inventory ing database nor the Crossing at the type of pedestrian warning device or treatment of pedes- the effects evaluating Therefore, a crossing. data show trian warning devices was not possible; the of pedestrian incidents as a whole. the trend of any particu- the effectiveness 2007 did not reflect This could be lar warning device or safety program. year to from of variability and fluctuations a result year because of fewer incidents during the second The finding also could indicate phase of the study. that the installation of new pedestrian devices should widespread. be more analyzed with RAIRS data were investigated through RAIRS data were analyzed with data available from studies and with other relevant the National Highway–Rail such as other sources, Inventory. Grade Crossing Percent Impact Percent - - 1.2 1.9 2.6 21.8 15.0 1994–2003 Seven of the 11 factors considered in the study 11 factors considered Seven of the indicated that the incident The RAIRS data fields grade The impact of the factors analyzed with contribution to improv- estimate each factor’s To Freight car reflectorization Pedestrian safety Commercial driver safety Locomotive conspicuity Grade crossing maintenance More reliable motor vehicles Sight lines clearance TABLE 1 Percent Impact and Percent Reduction for Identified Success Factors Impact and Percent 1 Percent TABLE were estimated with data from the RAIRS: commer- with data from estimated were cross- grade conspicuity, locomotive safety, cial driver sight motor vehicles, reliable more ing maintenance, and car reflectorization, lines clearance, freight analyzed four were remaining The pedestrian safety. outside RAIRS: data from qualitatively and with education and enforce- warning device upgrades, and crossing programs, improvement ment, crossing separation. consolidation–grade the influence of one or more characteristics implied an incident with a com- of the factors. For example, would be influenced by the com- vehicle mercial to Assigning incidents safety factor. driver mercial the the success factors made it possible to analyze factors’ impacts. with two RAIRS was estimated data from crossing The reduction. impact and percent metrics—percent of incidents attrib- impact is the percentage percent to utable to behaviors that the factor was attempting of is the percentage reduction change. The percent to the safety that can be attributed incidents reduced pro- these two metrics Together, countermeasures. impact on vided a complete estimate of the factors’ of incidents. the reduction each inci- safety, ing highway–rail grade crossing to an dent during the study period was assigned to a combination of factors, or to individual factor, was made The assignment no identified factor. incident. If based on the RAIRS data fields for each multi- the characteristics of the incident indicated of fac- ple factors, it was assigned to a combination present tors; if none of the factor characteristics was in the incident, it was assigned to no identified fac- not that the incidents were This ensured tor. factors, inflat- counted multiple times for different ing the factors’ impacts. 00_TRN_286_TRN_286 7/11/13 5:05 PM Page 41 Page PM 5:05 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:05PMPage42 42 TR NEWS 286 MAY–JUNE 2013

2003–2007. and overallincidents, Reflectorization incidents FIGURE 1 Overall Incidents 1000 1500 2000 2500 3000 3500 500 0 2003 2004200520062007 ● ● tors inimproving highway–railgradecrossing safety. reports haveindicatedtheeffectiveness ofthesefac- ficult toanalyzequantitatively, butotherstudiesand enforcement andofcrossing improvements were dif- tion inincidents.Theeffects ofeducationand showed oneofthestrongest impactsonthereduc- and fatalitiesatthatlocation;crossing closures sures eliminatenearlyallriskofincidents,injuries, improving safetyatgradecrossings. Crossing clo- and crossing closures were effective strategiesin and additionaldatasources, warningdeviceupgrades the impactofimprovements. passage ofthe2005rule.Figure 1(above)presents visible withreflectorization were evidentafterthe the improvements from makingfreight carsmore was shorter andthedatasettherefore lessextensive, impact onthereduction ofincidents. in 2005.Crossing closures alsoshowedasignificant cernible downturnafterthefinal rulewentintoeffect the 2003to2007studyperiod, datashowedadis- freight carreflectorization wasrelatively smallduring incidents. Althoughthenumberofincidentsrelated to conspicuity were thetwogreatest successes in reducing 1994 to2003,commercial driversafetyand locomotive crossing safety. Duringthestudyofsuccessfactors for ment andindustrytoimprove highway–railgrade research initiativesundertaken bythefederalgovern- These findingshighlightthevalueofseveralmajor Value ofResearch Investments Although analyzedwithadifferent methodology Although thetimeperiodforsecondphase ● Reflectorization incidents Final RuleonReflectorization Overall incidents ● ● ●

0 5 10 15 20 25 30 35 40 45 Reflectorization Incidents Reflectorization References highway–rail gradecrossings. identify andexplore newmeanstoimprove safetyat also showtheneedforresearch toevolveand The differing results from thetwophasesofstudy latory, policy, ortechnologicalchangesandadvances. safety-related research andusingtheresults inregu- research anddevelopment. improve highway–railgradecrossing safetywith between highwayusersandtrains.FRAcontinuesto research hasreduced thenumberofincidents highlight areas fornewsafetyresearch efforts. that havenotfullyrealized thebenefits.Theseresults not haveanimpactonthereduction inincidentsor fits. Thestudyresults alsorevealed factorsthatdid reflectorization, hasyieldedreal-world safetybene- ularly forlocomotiveconspicuityandfreight car implementation oftheresearch investments,partic- vided significantsafetyimprovement. The ment inhighway–railgradecrossing safetyhaspro- industry, orotherstakeholders.Theresearch invest- major research initiativesbythefederalgovernment, .Sposato,S.,P. Bien-Aime,andM.Chaudhary. PublicEdu- 9. CompilationofPedestrianSafetyDevicesinUseatGrade 8. Carroll, A.A.,J.Multer, D.Williams, andM.Yaffee. 7. Highway–RailGradeCrossing Technical Working Group. 6. Carroll, A.A.,J.Multer, andS.H.Markos. 5. Mok,S.,andI.Savage.WhyHasSafetyImproved at 4. Horton, S.SuccessFactorsintheReduction ofHigh- 3. Horton, S.,A.Carroll, M.Chaudhary, J.Mozenter, T. 2. Railroad Accident–IncidentReporting System.Office of 1. Washington, D.C.,June2006. DOT/FRA/ORD-06/27. FederalRailroad Administration, cation andEnforcement Research Study tion, Washington, D.C.,January2008. Crossings. Office ofSafety, FederalRailroad Administra- Administration, Washington, D.C.,January1999. tion. Report DOT/FRA/ORD-98/11.FederalRailroad of Highway–RailGradeCrossings: Freight CarReflectoriza- D.C., November2002. Crossings. FederalHighwayAdministration,Washington, Guidance onTraffic Control DevicesatHighway–Rail Grade Administration, Washington, D.C.,July1995. ity. Report DOT/FRA/ORD-95/13.FederalRailroad External AlertingDevicestoImprove LocomotiveConspicu- 4, November2005,pp.867–881. Rail–Highway GradeCrossings? RiskAnalysis,Vol. 25,No. Washington, D.C.,January2010. Annual MeetingoftheTransportation Research Board, way–Rail GradeCrossing Incidents.Presented at89th tration, Washington, D.C.,April2009. Report DOT/FRA/ORD-09/05.FederalRailroad Adminis- tion ofHighway–RailGradeCrossing Incidents,1994to2003 Ngamdung, andD.Skinner. ber 2012. ington, D.C.http://safetydata.fra.dot.gov. AccessedNovem- Safety Analysis,FederalRailroad Administration,Wash- This studyunderscores thevalueofinvestingin Investing inhighway–railgradecrossing safety Many ofthefactorsidentifiedwere theresult of Success FactorsintheReduc- Use ofAuxiliary . Report Safety . TR NEWS 286 MAY–JUNE 2013 43

PHOTO: AHOCKLEY, FLICKR Typically developed with the highway–rail crossing inven- developed with the highway–rail Typically Systems developed by Pennsylvania, Illinois, Virginia, The TIG executive committee has formed a lead state team Crossing Inventory Form FRA F6180.71. a and expedited external and interagency communications be- and expedited external and interagency the public utility commission (PUC), rail- tween the state DOT, road companies, and FRA. designed to accom- tory as the core module, the systems are program modate add-on data modules for improvement inspections, and development, collision tracking, crossing The systems can geographic information systems mapping. of documents, incorporate photographs, scanned images other state DOT sys- and other information, and can link to can be Internet- or tems to share data. The systems also electronically with all intranet-based and can communicate example, railroads, partners in the grade crossing arena—for PUCs, FRA, and the Federal Highway Administration. North Carolina, and several other states have realized these communication benefits. The states’ systems have facilitated internal communications about railroad crossings, as well as FRA, and external communications between the state DOT, railroad companies. The partners are able to submit and view securely via the web all documents that pertain to joint projects. including FRA, Illinois, North Carolina, Pennsylvania, and Vir- ginia. The team has surveyed states and railroads to identify the state of the art, as well as the components of an ideal system. The survey results and complete information on the Grade Crossing Electronic Document Management Systems TIG are available at http:// tig.transportation.org/Pages/Grade CrossingElectronicDocumentManagementSystem.aspx. Accurate information about engineering and safety characteristics Accurate information about engineering and of grade crossings can help reduce collisions. STEVE LAFFEY The system pro- a ighway–rail grade crossings are critical transportation ighway–rail grade junctures. According to the Federal Railroad Adminis- junctures. According Grade Grade Crossing Electronic Document Management Systems Maintaining accurate information about grade crossing en- Maintaining accurate and Trans- The American Association of State Highway manage the day- The systems are designed to collect and Developing a Cost-Effective, Comprehensive Inventory Comprehensive Tool and Project Management a Developing Cost-Effective, vides electronic updates to the National Highway–Rail Grade vides electronic updates to the National railroad-re- Crossing and Structure Inventory file, facilitating document storage, lated internal communications, electronic tration (FRA), 11,118 train–vehicle collisions occurred at these tration (FRA), 11,118 and 2011 that resulted in 4,637 injuries sites between 2006 to highway users, train passengers, and and 1,403 fatalities an Reducing the number of collisions is railroad employees. goal. important public policy operational and safety characteristics, gineering, as well as system can assist in an easy-to-use information management high-risk grade in achieving this goal. The system could identify im- cost-effective crossings, as well as the most efficient, provements to reduce the risk of incidents. (AASHTO) has established a technology portation Officials and promote implementation group (TIG) to document systems, known state-of-the-art grade crossing information Management Sys- as Grade Crossing Electronic Document ready-to-use, innovative technology tems. The high-payoff, and their indus- already is proving highly beneficial to states try partners. specified on the U.S. to-day highway–rail crossing inventory form. (DOT’s) Department of Transportation’s Sample screen shot of an information system. The author is Railroad Safety Specialist, Illinois Commerce The author is Railroad Safety Specialist, TRB Highway–Rail Commission, Springfield, and Chair, Grade Crossing Committee. H 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 43 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage44 44 TR NEWS 286 MAY–JUNE 2013 I when signalsareactivated. Four-quadrant gatesblockalllanesoftravelacrossrailroad tracks included thefollowing: ects implementedonthecorridorthroughDecember2007. that apotential19.7livesweresavedasresultoftheproj- ments. AnanalysisbytheU.SDOT’s Volpe Centerestimated percent reductioningateviolations,dependingonthetreat- monitored testsinthe1990sdocumenteda67percentto98 enhance safetyathighway–railroadgradecrossings.Video- ment withbridgesorsaferparallelcrossings. long-term improvements,includingconsolidationorreplace- traffic separationstudies toidentifycrossingsfornear- and recommended signalization,signage,orclosure. and evaluatedallprivatecrossingsonthecorridor, andhas same safetygoalsasforpubliccrossings,hasinventoried dent, thePrivateCrossingSafetyInitiativehasfocusedon jurisdiction oftherailroadcompanies—hadnolegalprece- ment inprivatecrossings—whichgenerallyareunderthe Greensboro, andCharlotte.Althoughpublicagencyinvolve- along thesectionofSEHSRcorridorconnectingRaleigh, improve orconsolidateeverypublicandprivatecrossing of theSoutheastHigh-SpeedRail(SEHSR)corridor. to improveat-graderailroadcrossingsafetyalongitsportion North Carolina.Sincethen,Carolinahasreceivedfunds one connectingWashington, D.C.,Raleigh,andCharlotte, roadway andextendingapproximately70to100feetfrom ignated fivenationalhigh-speedrailcorridors,including n 1992,theU.S.DepartmentofTransportation (DOT)des- The enhanceddevicesandstrategiesthatwereevaluated The SealedCorridorInitiativehasdemonstrateddevicesto North CarolinaDOTalsohasconductedcomprehensive North CarolinaDOT’s SealedCorridorProgramaimsto u Median separators.Installedalongthecenterlineofa On Track for Railroad Crossing Safety Crossing On Railroad for Track North Carolina’s Sealed Corridor Program Carolina’s Corridor North Sealed

PAUL C.WORLEY

DOT C N : P AROLINA ORTH HOTO activated gates. Median separatorspreventmotoristsfromcrossinglanestoavoid have reducedcrossingviolationsby77percent. ricated island,oraconcretemonolithwithtubes.Thedevices may betubes,orflatdelineatorpanelsattachedtoaprefab- lanes togetaroundtheactivatedgates.Themediandevices the crossing,separatorspreventmotoristsfromcrossing able atwww.fra.dot.gov/Page/P0001. Copies ofFRAresearchanddevelopmentreportsareavail- Rail Programandarescheduledforcompletionby2017. being builtthroughFRA’s High-SpeedIntercityPassenger Program. Additionalgradeseparationsandclosuresarenow funds supportedtheinitialprojectsofSealedCorridor crossing equipment. railroad personnelinatimelywayaboutmalfunctions in able partofacentralizedcommunicationssystem,notifying the tracks.Equipmentmonitoringwasfoundtobeavalu- nal outages,orreminddriversnottostoptheirvehicleson point forvehicles,provideaphonenumberreportingsig- around andhavedecreasedviolationsby84percent. way atacrossing,longergatesreducedriver’s abilitytododge rant gates have decreasedviolationsbyupto86percent. across therailroadtrackswhensignalsareactivatedand Department ofTransportation, Raleigh. The authorisRailDivisionDirector, North Carolina Federal RailroadAdministration(FRA)grantsandstate In addition,specialsignagecanindicatethestopping u u u Longer gates Combinations ofmedianseparatorswithfour-quad- Four-quadrant gates.Theblockalllanesoftravel have reducedviolationsby98percent.

. Extendingacrossthree-fourthsoftheroad-

DOT C N : P AROLINA ORTH HOTO PHOTO: DON BARRETT

TR NEWS 286 MAY–JUNE 2013 45 Initial Development Initial ETMS development and implementation took Subdivision in Central Illi- place on the Beardstown that oper- light traffic nois, a territory with relatively which directs control, ates with centralized traffic from the movement of trains with signals controlled in a central location, and with track warrant control, which a dispatcher in a central location verbally authorizes train movements by radio communication The ETMS implementation devel- with train crews. oped techniques for surveying and for identifying service demonstra- Initial revenue critical features. packet radio—with new tools that have a high poten- packet radio—with new tools that have a high mak- tial for success in data collection and decision onboard ing applications. The ETMS provides and of authorizations delivery and enforcement of a track map, display onboard speed restrictions, switch-position signal-aspect speed enforcement, monitoring, track-integrity monitoring, and an overspeeding and braking system to prevent onboard authority violations. BNSF is working with Wabtec in the ongoing development of Railway Electronics the ETMS. NSF Railway began development of its electronic train management system (ETMS) in train management system (ETMS) tronic derail- train collisions and 2003 to prevent Field signal systems and computer-aided dispatch Field signal systems and computer-aided The technology of the ETMS combines proven ments. The ETMS is a positive train control (PTC) ments. The ETMS is a positive train control railroad system, which works in conjunction with with signal systems, way- operations by interfacing train dispatch systems via side devices, and office communication links. A PTC system warns the locomotive engineer about the need for action and, if will automatically stop a train to prevent necessary, train-to-train collisions, overspeed derailments, incursions into work zones, and movements through aligned switches. improperly (CAD) systems—which assist dispatchers in autho- rizing and monitoring train movement—generate movements, speed for a train’s mandatory directives and work zone limits. The ETMS enforces restrictions, compliance; the field signals, which govern the crew’s operation of the train, and the dispatcher still maintain train separation and protection. other industries—such as the Global from products (VHF) Positioning System and very high frequency B

Railroads and Research Sharing Track A BNSF freight train in Loop near the Tehachapi Bakersfield, California. The author recently Train as Director, retired Dynamics, BNSF Railway. LARRY MILHON LARRY

Train Control at BNSF Railway Train Control Developing and Implementing Positive Developing 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 45 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage46 46 TR NEWS 286 MAY–JUNE 2013 train control(PTC). demonstrates positive A Metrolinkvideo with sidings. in 2006forgradesofupto1percent onsingletrack tions beganin2004,andtheETMSreceived approval 2 1 full I-ETMScompliance. Bernardino Subdivisionasaninterimsteptoward Metrolink istestingETMSVIIontheBNSFSan ible withtheI-ETMSformajorClass1railroads. messaging interface, andawaysideinterface compat- ETMS VIIintroduced new220-MHzradios,a Interoperable ETMS(I-ETMS),theindustrystandard. ETMS VIIisthelastversionbefore achangeoverto Migration toI-ETMS _1.pdf. nonvital overlayPTCsystem. Version VIoftheETMSachievedcertification asa for interoperability withotherPTCsystems.In2010, the nextrelease oftheETMSmustincludefeatures trains ongradesofupto2.2percent. State, andtheETMSgainedcertification forfreight ing testsintheStampedeSubdivisionWashington BNSF successfullyconductedmountain-gradebrak- control withupto1percent grade.Inwinter2009, passenger operationonlineswithcentralizedtraffic double track. ETMS wascertified foroperationinterritorieswith with twoparallelmainlinetracks.Asaresult, the including areas ofdouble-trackoperation—thatis, Texas andtheRedRockSubdivisioninOklahoma, ETMS onportions oftheFort Worth Subdivisionin town Subdivision,BNSFimplementedandtestedthe 49 CFR236,Subpart H. www.metrolinktrains.com/pdfs/Agency/PTC_Fact_Sheet The SouthernCaliforniapassengerrailsystem Under theRailSafetyImprovement Actof2008, BNSF workedwithAmtrakin2008toaddETMS After gainingextensiveexperienceintheBeards 1 2

: M : P ETROLINK HOTO uses a full-service penaltybrakeapplication, actuated uses afull-service porated inafuture release oftheETMSsoftware. ends. Thissolutionisintesting butshouldbeincor- brake pipereduction canbepropagated from both than onewithoutdistributedpower, becausethe A trainwithdistributedpowerstopsmuchshorter train remotely controls thedistributedlocomotives. and theengineerinlocomotiveatfront ofthe intermediate pointswithinorattheendsofatrain, in thebrakingalgorithm;locomotivesare placedat level ofsafety. safety margin orcushionandmaintaintherequired this process, thebrakingalgorithmcanreduce the the brakescouldbecutoutinallcalculations.With sist. Theonboard systemrecognizes that5percent of system aspart ofthemessageabouttrain’s con- database knownasUMLER. train consistisreadily availableviaamechanical back office, becausedetailedinformationaboutthe culate thetotalbrakeforce inthecentralcontrol or empty-and-load brakevalves.BNSFdecidedtocal- some carshavehigh-capacitybrakesand force couldvarybyasmuch50percent, because mation aboutatrain,thecalculationoftotalbrake train’s totalbrakeforce. With onlysummary infor- and numberofloadsempties. of thetrainconsistissent—thetrain’s weight,length, mation abouteachcarinthetrain,onlyasummary minimize thedatatraffic. Insteadofsendinginfor- sion wasmadeearlyinthedesignprocess to nificant challengeforallmobiledatasystems,adeci- improvements tothebrakingalgorithm. Pueblo, Colorado,andcontinuestoproduce roads’ Transportation Technology Center, Inc.,near work isongoingattheAssociationofAmericanRail- project tooptimizethebrakingcalculation.The Office ofResearch andDevelopmentsponsored a of capacity, criticalonabusyline. average trainspeedandcanleadtoadramaticloss train toosoon.Aslowdownreduces therailroad’s system’s warningwillforce theengineertoslow the hazard; butiftheresults are the tooconservative, too small,thesystemwillnotstoptrainshort of challenging—if thecalculatedstoppingdistanceis of ahazard. Thedevelopmentofthealgorithmwas warn theengineertoapplybrakesandstopshort of theETMS.Thecalculationenablessystemto The brakingalgorithmisafundamentalcomponent Braking Algorithm To enforce train operations,theETMScurrently Distributed poweroffers anotherimprovement The totalbrakeforce result issenttotheonboard A brakingalgorithm,however, calculatesthe Because thecostoftelecommunicationsisasig- The FederalRailroad Administration’s (FRA’s) TR NEWS 286 MAY–JUNE 2013 47 Class 1 railroads operate Class 1 railroads for 220-MHz frequencies PTC an interoperable spectrum. operable Software-defined radio offers increased flexibility increased radio offers Software-defined The application in development therefore would The application in development therefore

protocol and a wireless protocol for the inter for the inter protocol and a wireless protocol communication system. pro- for implementing changes in communications the tocols, as well as simplicity of design, because general- radio functions can be implemented on also reduces This flexibility purpose processors. to deploy deployment risks, making it possible numbers of mobile or large expensive infrastructure stan- devices without locking in a communications potential changes the user from This protects dard. eco- Designing a reliable, and market uncertainties. nomical radio that can operate over long periods in a challenge. has proved environment the railroad Employee-in-Charge Application A potential enhancement to the ETMS involves a work zone. of the speed limits around enforcement to the train via relayed are Speed limits currently work voice communication; PTC systems, however, primarily with digital data. a work zone to (EIC) of allow the employee in charge to PTC- transmit entry permission electronically equipped trains, with speed and stop instructions. The the instructions when the PTC system would enforce permission train enters the work zone. The electronic transmitted to the PTC-equipped locomotive would voice communication. supplement the standard

, F , S : P LICKR NEEBLY HOTO The Class 1 railroads have acquired 220-MHz fre- have acquired The Class 1 railroads radio MeteorComm developed a software-defined developed by Meteor- A messaging protocol, If too many variables differ from the assumed val- from differ If too many variables will require brake, however, Using the emergency The initial ETMS rollout used a 44-MHz radio net- used a 44-MHz The initial ETMS rollout wireless work to transmit data and a proprietary a telecommu- developed by MeteorComm, protocol in nications firm. The radio network had limitations not suited and message density and was throughput or railroads multiple for extensive deployment across with other PTC sys- interoperability for supporting tems. The PTC spectrum. quencies for an interoperable characteristics that are propagation offer frequencies signals and suitable for the fixed spacing of railroad other assets. identified by the specifications and requirements from a rail- Team, Technical Control Train Interoperable with establishing industry committee charged road for interoperability. efforts and coordinating standards radio, which automatically The software-defined achieves optimum communication performance, operates in the 217- to 222-MHz spectrum range with to channel spacing of 25 kHz. The device is required PTC subsystem integration, system qualifica- support and widespread tion testing, FRA system certification, deployment by December 31, 2015. the from Comm to specifications and requirements is not Team, Technical Control Train Interoperable With product. off-the-shelf available as a commercial a soft- FRA, MeteorComm developed from support radio that incorporated a messaging ware-defined Data Radio and Communications by a safety control device, which produces the max- the produces device, which control by a safety the without engaging effort imum train-braking variables than 25 More brake system. emergency for a penalty in calculations must be considered well Some of the values are brake application. value of each variable cannot known, but the exact in some cases, certainty; be known with absolute his- on used, relying values are assumed therefore, toric norms. stop the train train, however, ues for any particular could fall outside the expected distance calculation could be counter this, the safety cushion range. To option would be for the train’s Another increased. events. system to cover these rare brake emergency appears to has been pilot-tested and This approach will software of the ETMS release work well; a future include this solution. to interface investigation of the air brake a thorough air left to guarantee that the train will have enough brake, if needed. initiate the emergency 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 47 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage48 48 TR NEWS 286 MAY–JUNE 2013 safety impactsofPTC. program tostudythe loaded intoasimulator were collectedand Subdivision inCalifornia San Bernardino Track datafromtheBNSF ETMS. enhancement tothe employee-in-charge plays akeyroleinthe BNSF’s centralcontrol Dispatching Center. Union Pacific’s Harriman 3 BNSF planstotestthefunctioninETMSVII.The FRA Office ofResearch andDevelopmentBNSF. oping theEICapplicationwithfundingfrom the certain locationandawaitfurther instructions. wait—the PTClocomotivewouldhavetostopata ues inbetween.TheEICalsomayspecifystop-and- track speedto5mph,arestricted speed,ortoval- specified speed,whichmayrangefrom maximum The PTC-equippedlocomotivewouldholdtothe dance withtheGeneralCodeofOperatingRules. sion forthetraintoenterworkzoneinaccor- EIC wouldgivebothelectronic andverbalpermis- the request totheworkzone’s EICapplication.The tions fortrainmovements—whichwouldforward the equipmentthatelectronically issuesauthoriza- back office segment—thecentralcontrol locationfor motive wouldsendarequest forentrytothePTC’s GCOR Rule15.2. Transportation Technology Center, Inc.,isdevel- Approaching aworkzone,PTC-equippedloco-

P ’ A : P D P : P OWER S MERICA HOTO IRDEN ATRICK HOTO percent. system toshowariskimprovement greater than80 safety. Theregulations require anonvitaloverlayPTC developed. Thedifference istheimprovement in system inplace,andanewopportunity valueis trains are modeledinthesimulationswithPTC for theopportunity forcollisionstooccur. Thesame modeling historictraffic data,aratecanbedeveloped stop willresult inacollisionandsometimesnot.By signal withoutstopping;sometimesthefailure to that atrainnotequippedwithPTCmaypassred derailment wouldhaveresulted. analyzed theeventstodetermineifacollisionor the sametrainswithPTCsysteminplaceand ble locationsforincidents.Theprogram modeled trains across aspecificterritoryandidentifiedpossi- PTC improved safety. without thePTCsystem.Theprogram showedthat (GTMS) tosimulaterailroad operationswithand ment oftheGeneralizedTrain MovementSimulator Research andDevelopmentsponsored thedevelop- the keyfeatures are functioning.TheFRAOffice of and validation—whichincludeademonstrationthat The PTCdevelopmentprocess requires verification Train Control Simulations 4 ment willachievethisgoal. support oftheFRAOffice ofResearch andDevelop- the Class1railroad community andthecontinued Safety Improvement Actof2008.Thecooperation of the interoperable safetysystemrequired bytheRail ing great promise. Substantialworkremains toreach formance hasimproved, andEICterminalsare show- testing—data radioshavebeenupdated,brakingper- The ETMShasprogressed alongwayfrom initial Making Progress planned, butnotfortheinitialrollout. between theI-ETMSandEICapplicationalsois development andimplementationoftheinterface requirement. risk improvements farexceedingthe80percent improvement opportunities. Bothstudiesshowed Positive Train Control SafetyPlantodeterminethe program usedsafetystatisticsfrom theETMSVII develop thebaselineopportunity values.TheGTMS were collectedandmodeledfora25-yearspanto loaded intotheGTMSprogram. Historictraffic data The trackdatawere collectedforeachterritoryand and theSanBernardino SubdivisioninCalifornia. oper toevaluatetheMendotaSubdivisioninIllinois 49 CFR236,Subpart I. For example,statisticsshowthenumberoftimes The program simulatedthemovementofall BNSF workedwithFRAandtheprogram devel- 4 TR NEWS 286 MAY–JUNE 2013 49

PHOTO: VOLPE NATIONAL TRANSPORTATION SYSTEMS CENTER which , which can which allows live coding of behavior Video data analysis, data Video High-fidelity head-and-eye tracking system tools, Anthropometric and behavioral modeling software, Locomotive crew task and workload modeling u u u u FRA and Veolia Transdev are collaborating on a CTIL project Transdev FRA and Veolia For more information about the CTIL or about collaboration The Federal Railroad Administration’s Cab Technology Integration Technology Cab The Federal Railroad Administration’s designed Laboratory (CTIL) is a full-size locomotive simulator specifically for human factors research. identify, record, and analyze the engineer’s head and eye move- head record, and analyze the engineer’s identify, ments; and environmental occurrences for analysis and aids in the and environmental occurrences for analysis retrieval of relevant segments of video; human manikins in a allow for manipulation and animation of cab, useful for evaluat- three-dimensional representation of the angles, and other ing control and display positions, visual ergonomic considerations; and which and perfor- permits the modeling of crew behavior mance—such as task completion times, workload, and the potential for human error. to improve understanding of human error caused by distraction during locomotive railroad operations. The study examines of distraction on practicing locomotive engineers the effect who operate the simulator over animated track segments while experiencing a variety of distractions. The goal is to comprehensive training program in sus- develop an effective, tained attention for railroad engineers and conductors. Mea- sures of head and eye movement are being applied, as well as other operator performance measures—such as speed maintenance, proper stopping distances, adherence to signals, and temporary speed restrictions. with FRA to use the CTIL, contact Michael Jones at michael.e. [email protected]. GINA MELNIK which offers several video and which offers which allows for visualization of locomo- The Federal Railroad Administration’s Cab Technology Integration Laboratory Integration Technology Cab Administration’s Railroad TheFederal Mobile Locomotive Simulator for Human Factors Research Factors Human for Simulator Locomotive Mobile Audio and video recording, Scenario customization, which adjusts track, grade, signals, Postrun analysis, System mobility, which allows packaging and transport to A reconfigurable cab, which can accommodate new con- he Cab Technology Integration Laboratory (CTIL) is a Integration Laboratory he Cab Technology mobile, full-sized locomotive simulator configured with mobile, full-sized locomotive simulator u u u u u The CTIL provides a platform for research into human– The CTIL provides a platform for research and features include the following: capabilities CTIL’s The author is Engineering Psychologist, Volpe National Trans- The author is Engineering Psychologist, Volpe Technol- Research and Innovative portation Systems Center, ogy Administration, Cambridge, Massachusetts. tools for analyzing crew performance with new cab tech- tools for analyzing crew performance owned by the Federal nologies and configurations. The CTIL is and operated by Railroad Administration (FRA) and housed Center in Systems National Transportation Volpe at the staff locomotive cab simu- Cambridge, Massachusetts. Unlike most for human factors lators, the CTIL was designed specifically research. performance, enabling machine interface in relation to human technologies, proce- assessment of the safety impact of various scenarios. The lab dures, concepts of operations, and operating academic, industry, is a national resource available to railroad, collaborations. and government researchers, facilitating audio recording channels; tive crew performance based on the track, consist, and locomotive state and compares crew performance against the standards set for the scenario; signage, scenery, and more to create experimental scenarios for signage, scenery, any project; other laboratories, rail facilities, and demonstration venues; and automation technologies, as well as compo- trol, display, nents such as new seating; T 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 49 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage50 50 TR NEWS 286 MAY–JUNE 2013 T wireless link.Databaseinformationaboutthe tive informationtotheonboardsystemsviaa vides thedetailedtrainmakeupandlocomo- New York. 1995 attheGEResearchCenterinNiskayuna, the Trip Optimizer, whichwasdevelopedin 1 (below)presentsasimplifiedblockdiagramof for aspecifictrainandtracktopography. Figure that savefuelbyminimizingbrakeapplications FIGURE 1DiagramofTrip Optimizer informationandsystems(min=minimum,locolocomotive). Timetable Min Time Trip Move Requested Speed Limits Loco/Train Makeup Track Data Before departure,anoff-board systempro- for locomotives,makesvelocitycalculations he Trip Optimizer, anautocontrolsystem Loco Data Planner Trip Autocontrol System SavesFuel AutocontrolSystem Model Data Updated Throttle Plan Optimized Speed & Trip Optimizer Trip SUNEIL KUTHIALA + – units onitslocomotives. CSX hasinstalledmorethan1,300Trip Optimizer braking—a closedloopoperation. throttle controlformotoringanddynamic train, sothattheTrip Optimizerhandlesall locomotive’s controlsystem,whichdrivesthe lated fortheentiretrip.Thisprofilepassesto operator, the optimalvelocityprofileiscalcu- mapped tothelocomotiveandvalidatedby the startoftrip.Whenallinformationis board systemtransfersthecurrentdataasof track ontherouteisstoredboard;off- Location & Estimator Model Regulator Speed Driver Locos + Train Command

Grade +Drag

Throttle

: TRB S TRB : P TAFF HOTO TR NEWS 286 MAY–JUNE 2013 51 The next release of the tomatically, as depicted in tomatically, Figure 2 (above). This significantly reduces the work- engi- load for the train’s neer and ensures good train handling and optimal fuel savings. Optimizer for CSX, Trip scheduled for later this will include the Trip year, Optimizer SmartHPT feature (Figure 3, below). SmartHPT promises incremental fuel savings by powering the minimum IMAGE COURTESY SUNEIL KUTHIALA N8 Auto first production release of the Auto Independent first production release heavy feature. These units primarily run on long, Spartanburg, to coal trains from Irwin, Tennessee, Opti- Trip South Carolina. The feature allows the throttle settings of mizer to adjust the different au- the lead and remote locomotives in the consist required number of locomotives while maintaining the originally planned speed and travel time. SmartHPT redistributes the horsepower demand to fewer locomotives to increase the consist effi- HPT rat- changes the train’s This effectively ciency. ing and decreases fuel consumption. SmartHPT is expected to achieve a fuel savings of 3 percent. The author is Director, Advanced Engineering, The author is Director, Inc., Jacksonville, Florida. CSX Transportation, The Trip Optimizer handles throttle control for Optimizer The Trip motoring and dynamic braking based on a Fuel savings range from 3 topography. route’s to 17 percent. Idle Auto N6 Off Idle N6 Nearly 2,000 locomotives are equipped with the Nearly 2,000 locomotives Optimizer can The Trip Optimizer CSX has installed more than 1,300 Trip Trip Optimizer, running on more than 45,000 miles Optimizer, Trip Tests of track on several railroads in North America. from 3 have demonstrated fuel savings that range train type percent to 17 percent, depending on the on all The system operates and the topography. freight train types with configurations that vary from 800 to 30,000 trailing tons, up to 15,000 feet long, with a horsepower per ton (HPT) that ranges from 0.5 to 10 HPT. control conventional and Locotrol distributed power (DP) trains, which allow the locomotives to operate away from the lead consist—for example, at the end of the train—via a radio link. The remote locomotive can push the cars, reducing the tensile stress on the couplers throughout the train. Good train handling techniques sometimes demand that the DP locomotive operate at a power set- from that of the lead locomotive, ting different depending on the terrain. This capability is built into Locotrol DP in the asynchronous or independent mode. units on its locomotives; many of these contain the FIGURE 3 Trip Optimizer SmartHPT can calculate the optimal use of locomotive power and can dynamically Optimizer SmartHPT can calculate the optimal FIGURE 3 Trip autostart, shut down, or isolate locomotives as needed during a trip. FIGURE 2 The Trip Optimizer calculates different locomotive throttle settings to determine the best locomotive throttle settings to determine different Optimizer calculates FIGURE 2 The Trip lead locomotives are set to idle on the savings. As shown, the throttles of the two configuration for fuel 8 (N8) going up the grade. remote locomotive remains in Throttle Notch downgrade, while the 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 51 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage52 52 TR NEWS 286 MAY–JUNE 2013 travelers. carriers toshippers industry needs—from reflects thediversityof The DenverRailYard Group. Chair oftheTRBRail Columbia, Canada,and Vancouver, British Fraser University, of UrbanStudies,Simon The authorisProfessor P ions presented. on theissuesandopin- in alettertotheeditor encouraged tocomment tion issues.Readersare authors ontransporta- opinions ofcontributing ITOF OINT V IEW presents R improve results. shape research performance, facilitatingstrategiesto advanced andcanreveal someoftheforces that important insightintohow today’s railroad research isbeingpursuedcanoffer government,anduniversities.Accountingforwhy seeking newknowledgepreferred by industry, government—aswellasthedistinctivemeansfor varied needsofcarriers,shippers,travelers,and able modeoftransportation. is focusedonbuildingnewknowledgeintoavener- impact inmeetingmobilityneeds.Railroad research ing livesandmoneybyreducing rail’s ecological News nizational structure. Asthearticles inthisissueofTR standing oftechnology, operatingpractices,andorga- and developmentinitiativesthatadvancetheunder- POINT OF VIEW ANTHONY PERL Rail Research Diverse MotivationsStrengthen Railroad research reflects diversepriorities—the show, research results prove theirvaluebysav- railroad systemgainsfrom robust research moving goodsandpeopleefficiently. The ailroads boosteconomicproductivity by this knowledgeisbeing

market toanalyticalefforts. Theexpectedresearch their corporatesponsorsapply thedisciplineof tains abusinessfocus.Industrial researchers and Private industryparticipation inrailresearch main- Private Industry approaches intersecttoshapeitsattributes. leads orfollowsinternationalefforts, three nents. ButwhetherNorth Americanrailresearch connected toinvestigationsinitiatedonotherconti- globe, railresearch inNorth Americaincreasingly is intensified flowofideasandinformationacross the influence onthesearch forknowledge. With the world, industry’s goalsforresearch haveamajor by privateenterpriseinrailroading throughout the North America,aswelltheimportant role played the predominantly privateownershipofrailroads in public benefitstosatisfyinginnatecuriosity. Given from enhancingcommercial performance tocreating The aspirationsthatmotivaterailroad research range Three Approaches

A H : P LSEIKE EATH HOTO TR NEWS 286 MAY–JUNE 2013 53

PHOTO: UNIVERSITY OF ILLINOIS AT CHAMPAIGN–URBANA NURail research on concrete crossties and fasten- ing systems, including tests conducted at the Technol- Transportation Inc. (TTCI), ogy Center, near Pueblo, Colorado, addresses the challenge of operating higher-speed passenger and heavy axle–load freight trains on shared rail corridors. Internships and site visits are key components of railway engineering education at the National University Rail Center (NURail) at the University of Illinois at Champaign–Urbana.

that are not ready for immediate adoption by indus- for immediate adoption not ready that are stage of an intermediate trial users often require potential value into to translate the applied research others to accom- on Academic sponsors rely results. a high value and place plish the transitional efforts pro- on the educational benefits of training aspiring in Student participation research. fessionals through not only in activities builds capability research society. but also across research, Aligning the Approaches the Aligning these diverse motivations can enhance government, Industry, of rail research. effectiveness to and academic orientations each bring strengths Industry can measuring and managing research. research from place a clear value on potential payoffs less aus- from results and can distinguish promising findings. Govern- and unproductive picious efforts goals that could research ability to recognize ment’s in wider benefits to society—and the public result about the higher tolerance for uncertainty sector’s a dead end—can bolster research risk of reaching

P –U C I U : HOTO RBANA HAMPAIGN AT LLINOIS OF NIVERSITY Academic institutions and the grants councils and Therefore translating rail research results into results rail research translating Therefore Universities the arises from to rail research approach The third new knowledge academic world, in which creating is a valued end in itself. The curiosity-driven research that is pursued at universities and national laborato- in ries has contributed to significant breakthroughs and communications technology and has propulsion the materials used in rail equipment and improved often proves But this path to payoffs infrastructure. to be lengthy and convoluted. usually take basic research foundations that support tolerat- a long view about the time to attain results, and unexpected outcomes. Outputs ing uncertainty Public Sector extends this for rail research Public-sector support and how far bottom-line calculus of what to explore, benefits and less tangible to pursue it, by recognizing by new that can be created payoffs less widely shared This rail technology and techniques. or improved research from focus on the value added broadened to monetize hard can advance findings that are society or across spread are because their effects that reduce the world, as with innovations around also Research gas emissions. greenhouse railroads’ in a com- for everyone tangible results can produce the noise to reduce as with breakthroughs munity, the operations. In these circumstances, railroad from beyond the financial bottom value that spreads real public support can justify line of a single organization that otherwise may not have priority. for research either safety improvements or monetary benefits, or either safety improvements sufficiently needs to remain a combination of both, proj- the life of the research during clear and certain pri- and in research, is inherent ect. But uncertainty programs its research reviews vate industry regularly anticipated contribution to to assess whether the This kind of evaluation realistic. remains profitability in delivering that show promise favors investigations identifies unexpected out- expected benefits and or qualify the benefits. comes that could diminish activity The anomalies that often arise in research about the and if uncertainty close scrutiny, receive the threshold, a certain expected benefits crosses or curtailed. could be restructured efforts research never eliminates— scrutiny reduces—but Industry’s arrive at a dead end may the risk that rail research money. after considerable investment of time and output must make a measurable contribution to a contribution to make a measurable output must within profitability operator or to a supplier’s railroad launching and sustain- time, to justify a reasonable activity. ing a research 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 53 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage54 54 TR NEWS 286 MAY–JUNE 2013 at TTCI. research areintegrated approaches torail industry, anduniversity The public-sector, research. Center devotedtorail University Transportation federally funded NURail isthefirst

needs. In1998,theTransportation Technology Cen- research anddevelopmentforarangeofrailroad early efforts lostmomentum,thefacilityhosted speed passengertrainstotheUnitedStates.After 1965, thecenterwasintendedtointroduce high- by theHigh-SpeedGround Transportation Actof (DOT’s) High-SpeedGround Test Centerandfunded Launched astheU.S.Department ofTransportation’s try, government,andacademicinstitutions. synergies, integratingtheresearch strengths ofindus- sents anexemplaryvenueforcreating these tion Technology CenterinPueblo,Colorado,repre- The FederalRailroad Administration’s Transporta- Fostering InnovativeSynergy of research activity. nection ofthesedifferent perspectivesonthevalue railroad research deliveryhasencouragedintercon- odds withoneanother, theincreasing articulation of needs. Althoughthesethree orientationscanbeat ing questionslessobviouslyconnectedtoimmediate ingredients thatenablebreakthroughs—by pursu- can uncovervaluablebreakthroughs—or thekey efforts thatrequire incubation.Universityresearchers

U M S U.S. : P –U C I U : P DALL ARK ENATOR HOTO RBANA HAMPAIGN AT LLINOIS OF NIVERSITY HOTO rail research appearbright. prospects fordemonstrating thelong-termvalueof diverse perspectivescomplement eachother, the where theassessment isbeingmade.Whenthese emanating from research willvarydependingon etary denominator, butthe valueofthediscoveries research results canbe measured byacommonmon- come atasignificantfuture cost.Thevalueof nology andtechniquestoadvancerailroading will ments address deficits. research budgetscomeunderpressure whengovern- budgets atemptingtarget. Similarly, public-sector nerable, industrymayfindresearch anddevelopment important thanever. When profitability appearsvul- since 2008;thevalueofrailroad research ismore reflecting theeconomicturbulenceofglobalmarkets Demand isvolatiletodayforallformsofmobility, Bright Prospects severe duringtoughtimes. pursuit ofrailresearch willincrease thewilltoper- research. Reconcilingthemotivationsbehind know-how devotedtothesuccessfulconductofrail cal massofskillsandcompetenciescanmultiplythe fused across manyacademicinstitutions.Thiscriti- advanced expertise inrailresearch thathadbeendif- tute ofTechnology. NURailhasassembledthe Tennessee atKnoxville,andtheRose-HulmanInsti- achusetts InstituteofTechnology, theUniversityof Kentucky, MichiganTechnological University, Mass- University ofIllinoisatChicago,the nois atChampaign–Urbana,includesaspartners the Rail Center(NURail),basedattheUniversityofIlli- pursue railroad research. TheNationalUniversity first time,aUTCreceived fundingwithamandateto ters (UTCs)across theUnitedStates.In2012,for U.S. DOTfunds22UniversityTransportation Cen- Assembling Expertise capacity ofAmerica’s collegesanduniversities. for innovativeapproaches thatcanleveragethe of support foracademicresearch hasopenedtheway private research cultures. U.S.DOT’s recent renewal facilitates aninnovativesynergy betweenpublicand demic rationalesforpursuingnewknowledge.TTCI and ofthelinksbetweenprivate,public,aca- research infrastructure, bothintermsofthehardware academic initiatives.Thefacilityprovides aunique private railroads, andequipmentsuppliers,aswell comes research projects supported bygovernments, the long-termmanagementofcenter. Association ofAmericanRailroads (AAR),tookover ter, Inc.(TTCI),awholly-ownedsubsidiaryofthe But cutbacksintheefforts todiscovernewtech- TTCI operatesonafee-for-service basisandwel- TR NEWS 286 MAY–JUNE 2013 55

PHOTO: CSX PHOTO: CSX The model also satisfies a variety of business con- The model also satisfies a variety of business Sometimes a maintenance team can work over- inspections can be completed. The inspection teams inspections can be completed. The inspection less time trav- to spend must optimize their routes, eling between activities that may be far apart. not have to straints—for example, the teams should no more work during weekends and holidays, and within than one team should be working at any time for a subdivision, which is the basic unit of analysis network. operations in the railroad traffic Clustering Jobs as the Thousands of track maintenance jobs—such other major of track components and replacement teams to per- identified for maintenance repairs—are model clusters the The form in the following year. spans full so that each project jobs into projects, on weeks, because the machinery must be relocated not working. weekends, when the teams are duration. A a project’s time at extra cost to reduce major goal of the model is to minimize the total num- reducing ber of weeks needed to complete a project, Maintenance activities. CSX track inspection. ). , 4 ), and 2 ), SX Transportation spends hundreds of mil- of spends hundreds SX Transportation lions of dollars every year on railroad track year on railroad lions of dollars every and crews large routing maintenance activities, 1. Scheduling rail inspections (1 The main outputs are a series of timetables that a series of timetables The main outputs are ( 2. Clustering jobs into projects network schedule the inspections, the railroad To 3. Scheduling maintenance teams (3 Solution the University of Illi- collaborative research, Through nois at Urbana–Champaign (UIUC) and CSX Trans- have developed a series of sophisticated portation these considerations. models and tools to address main parts: was divided into three The problem Problem involves a The scheduling of track maintenance of series of highly complex activities. Thousands to iden- miles of tracks must be inspected regularly into projects, grouped tify defects. The defects are suitable for comprises a workload and each project travel specialized maintenance teams. The teams aiming the network to complete all projects, around travel schedules and complying with at efficient thousands of business rules, including technological and operational requirements. composition, specify the inspection plan, the project Addi- and the maintenance teams’ travel schedules. inspection tional considerations include how many the following or maintenance teams should be hired how the workloads can be balanced across year, teams, and the cost in resources. of segments. Each segment is divided into hundreds the safety of train is inspected periodically to ensure operations. The schedule specifies the activities assigned to each inspection team, as well as the starting times of the activities, so that all of the required YANFENG OUYANG OUYANG YANFENG Improving Railroad Track Maintenance Track Railroad Improving Research with Operations Scheduling Techniques heavy machinery throughout its extensive railroad heavy machinery throughout planning saves on maintenance networks. Effective the safety and opera- and affects costs and resources of the maintenance activities. Opera- tional efficiency to opportunities techniques offer tions research process. the decision-making facilitate and improve C PAYS OFF PAYS RESEARCH The author is Associate Department of Professor, Civil and Environmental Engineering, University of Illinois at Urbana–Champaign. 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 55 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage56 56 TR NEWS 286 MAY–JUNE 2013 TABLE 1EstimatedImprovements forFull-ScaleImplementation [email protected]). (202-334-2952; Washington, DC20001 Fifth Street, NW, Board, Keck488,500 portation Research G. P. Jayaprakash,Trans- are welcome. Contact Research PaysOff topics Suggestions for Model aneac emshdln Travel distance Maintenance teamscheduling Job clustering Rail inspectionscheduling accurate andtheresults were implementable. throughout theproject toensure thatthemodelswere This solution-and-review process wasrepeated feedback onmodelenhancements andmodifications. benchmark solutions.TheUIUCresearchers received addition, comparisonswere madewithstate-of-the-art reviewed thesolutionsateverydevelopmentphase;in to updateeachotherontheproject’s progress. rithms. Theresearchers heldweekly teleconferences developing mathematicalmodelsandsolutionalgo- ments anddata,theUIUCteamfocusedon Department focusedonproviding businessrequire- uling started in2008.TheCSXOperationsResearch UIUC ontrackinspectionandmaintenancesched- The collaborationbetweenCSXTransportation and Application programming subroutines. neighborhood search algorithmandmixedinteger scheduling problem wassolvedwithamultiple heuristic search algorithm.Themaintenanceteam job clusteringproblem wassolvedwithamultistep an incremental schedulinghorizonframework.The problem wassolvedwithalocalsearch algorithmin tures. Forexample,therailinspectionscheduling and optimizationtechniqueswithcustomizedfea- developing avarietyofadvancedoperationsresearch many complexconstraints.Thesewere solvedby scale networkrouting andschedulingmodelswith requirements. be avoided.Themodeladdresses thousandsofsuch in majorcorridorsmayblocktraintraffic andshould ongoing projects withinadjoiningsubdivisionsor tional devicesandprocedures inwinter;multiple arise. Forexample,certain projects mayrequire addi- between projects, aswellothercoststhatmay must beoptimizedtoreduce thetotaltravelcosts and schedulesare determined.Theroutes ofteams After theprojects are created, theteamassignments Addressing Constraints cause difficulties inrescheduling traintraffic. clustering certain jobsindifferent subdivisionscould date manyoperationalconstraints.Forexample, work. Inclusteringjobs,themodelmustaccommo- the laborcosts,andtoselectprojects forovertime Experts from theCSXengineeringdepartment All oftheseproblems are formulatedintolarge- Total projectduration Travel distance efrac ercReduction(%) Performance Metric 13.6 11.0 25.0 illinois.edu; or217-333-9858; Mathews Avenue, Urbana,IL61801; yfouyang@ sity ofIllinoisatUrbana–Champaign,205North 1209 NewmarkCivilEngineeringLaboratory, Univer- in thepastfewyears. approaches havehelpedCSXsavemillionsofdollars material andmanpower. Theseoptimization analysis efficiently tooptimizeresource planningfor couple ofhours.CSXnowcanconductawhat-if solution process; thishasbeenreduced toonlya required oneweekunderthestate-of-the-art manual maintenance teamschedulingproblem formerly fast; forexample,thesolutiontimefull-scale reduced thetotaldurationofprojects by11percent. teams by13.6percent; thejobclusteringmodel tion teamsby25.0percent andformaintenance models reduced thetotaltraveldistancesforinspec- The inspectionandmaintenanceteamscheduling in thethree aspectsoftrackmaintenancescheduling. models thatwere developedyieldedbettersolutions (above, left)summarizestheresults. Asshown,the state-of-the-practice benchmarksolutions;Table 1 road’s actualinformation,wascompared withthe mated forrecent yearsofoperationfrom therail- The performance oftheimplementedmodels,esti- Benefits E References in developingthisarticle. Hanna, Transportation Research Board, forhisefforts Center. and theUIUCRailTransportation andEngineering ect alsostrengthened thecollaborationbetweenCSX with functionalschedules.Thesuccessofthisproj- for full-scalepracticaluseandhaveprovided CSX approaches proved effective, efficient, andsuitable the results were impressive. Thenewmodeling the three mainmodelsbetween2009and2011, .Peng,F., andY. Ouyang.Track MaintenanceProduction 4. Peng,F., S.Kang,X.Li,Y. Ouyang,K.Somani,andD. 3. Peng,F., andY. Ouyang.OptimalClusteringofRailroad 2. Peng,F., Y. Ouyang,andK. Somani.PeriodicalRailInspec- 1. DITOR For more information,contactYanfeng Ouyang, The decisiontoolsoffer theadvantageofworking The CSXdecision-support systemincorporated Research PartB Team SchedulinginRailroad Networks.Transportation structure Engineering nance SchedulingProblem. Acharya. AHeuristicApproach toRailroad Track Mainte- structure Engineering Track MaintenanceJobs. 2012. ing Paper, UniversityofIllinoisatUrbana-Champaign, tion SchedulinginLarge-Scale Railroad Networks.Work- ’ S N OTE : Appreciation isexpressed toAmirN. , Vol. 46,No.10,2012, pp.1474–1488. , Vol. 26,No.2,2010,pp.129–145. . Inreview, 2013. Computer-Aided Civil andInfra- Computer-Aided Civil andInfra- 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 57

CALENDAR

TRB Meetings

July 14–16 Barge and Rail Symposium: 23–25 7th International Moving Freight Between Visualization in 9–10 National Congestion Pricing Multimodal Systems* Transportation Symposium: Conference* Louisville, Kentucky Visualization for Big Data Seattle, Washington Irvine, California 19–23 Transportation Hazards and 11–12 8th SHRP 2 Safety Symposium Security Summit and TBD Development of a Formalized Washington, D.C. Peer Exchange Process for the Adoption, Irvine, California Development, Maintenance, 14–17 8th International Conference and Enhancement of on Road and Airfield 20–21 Roadway Safety Culture TransXML Schemas Workshop Pavement Technology* Summit Washington, D.C. Taipei, Taiwan Washington, D.C. December 16–19 Workshop on the Future of 26–27 7th New York City Bridge Road Vehicle Automation Conference* 12–15 2nd Conference of the Palo Alto, California New York, New York Transportation Research Group of India* 17–19 20th International September Agra, India Symposium on Transportation and Traffic Theory* 23–27 Smart Rivers 2013* 2014 Noordwijk, Netherlands Liège, Belgium; Maastricht, Netherlands January 21–24 52nd Annual Workshop on Transportation Law October Nashville, Tennessee 10–11 Shared-Use Mobility Summit* 22–25 Transportation: Driving a San Francisco, California 12–16 TRB 93rd Annual Meeting Sustainable Urban Washington, D.C. Environment 16–17 Transit GIS Conference* www.TRB.org/AnnualMeeting New Brunswick, New Jersey Washington, D.C.

August 21–22 Innovations in Freight March Modeling and Data: 4–7 International Symposium of Integrating Supply-Chain TBD Transportation Planning, Climatic Effects on Pavements Models and Data into Public- Land Use, and Air Quality and Geotechnical Sector Freight Demand Conference* Infrastructure* Modeling Charlotte, North Carolina Fairbanks, Alaska Herndon, Virginia TR NEWS 286 MAY–JUNE 2013

Additional information on TRB meetings, including calls for abstracts, meeting registration, and hotel reservations, is available at www.TRB.org/calendar. To reach the TRB staff contacts, telephone 202-334-2934, fax 202-334-2003, or e-mail [email protected]. Meetings listed without a TRB staff contact have direct links from the TRB calendar web page. *TRB is cosponsor of the meeting. 57 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 58

PROFILES ......

Anthony D. Perl Simon Fraser University

nthony Perl’s research crosses disciplinary and national areas but ignored in others—high-speed rail, for example. Par- boundaries to explore the policy decisions that affect ticipation in TRB has allowed Perl to become involved in Atransportation, cities, and the environment. “As a polit- research about a variety of modes, to integrate many different ical scientist, I look for ways to educate transportation profes- subjects, and to apply ideas to practice. “TRB has enabled me sionals about governance and teach those in government about to personally experience how breakthroughs can be generated transportation,” he comments. by connecting the knowledge of different disciplines and per- Perl received a bachelor’s degree in government from Harvard spectives,” he observes. University and master’s and doctoral degrees in political science Perl has been active on TRB committees since 1997, when from the University of Toronto, where he also served as C. A. Ash- he was appointed to the Steering Committee for the National ley Fellow at Trinity College and as instructor in the Department Conference on Critical Issues for the Future of Passenger Rail of Political Science from 1990 to 1993. Perl also taught at the Uni- and to a Transit Cooperative Research Program project panel on versité Lumière Lyon, France; the University of Calgary; and at new paradigms in public transportation. In 1998, Perl joined the City University of New York before joining the faculty of the Intercity Passenger Rail Committee; he served as chair from Simon Fraser University in Vancouver in 2005. 2006 to 2011. He also has served on the Environmental Impacts of Aviation Committee, as well as on two National Cooperative Highway Research “Successful transportation engineers, Program panels. He now chairs the Rail Group and is a member of the Technical designers, planners, and managers Activities Council and of the Oversight recognize how politics shapes their Committee for the new National Coop- erative Rail Research Program. environment and find ways to As a political science professor, Perl participate effectively in political notes that although his students gener- decision making so that the resulting ally are not transportation specialists, many will enter careers that influence projects can work better.” mobility decisions. “I try to help them see how improving transportation will enhance the quality of life in many Perl is professor of political science and urban studies at ways,” he comments. “I look forward to seeing what the result Simon Fraser University. As the first full-time Director of Urban will be of my teaching some of tomorrow’s political leaders Studies at Simon Fraser University from 2005 to 2012, he about transportation.” Among his former students is Alison guided the development of a graduate curriculum focused on Redford, the Premier of Alberta, Canada. making cities more sustainable. He has taught courses on urban Perl is the author of New Departures: Rethinking Rail Pas- research, transportation and urban development, and public senger Policy, published in 2002. He has coauthored or coedited policy analysis. several volumes, including The Politics of Improving Urban Air Although politics plays an integral role in transportation Quality (1999); The Integrity Gap: Canada’s Environmental Pol- planning, development, and operation, the effects of politics icy and Institutions (2003); Studying Public Policy: Policy Cycles often are taken for granted in subsequent analyses of trans- and Policy Subsystems, Third Edition (2009); and Transport Rev- portation projects, Perl notes. “When transportation profes- olutions: Moving People and Freight Without Oil (second edition, sionals criticize a decision as having been shortchanged by 2010). His research has been published in many journals, ‘politics,’ they are missing the point—that it will always require including Energy Policy; Transportation Research Record: Journal politics to reconcile the interests and values that shape any big of the Transportation Research Board; Journal of Public Policy; and decision about mobility,” he observes. “Successful transporta- Scientific American. tion engineers, designers, planners, and managers recognize From 2008 to 2012, Perl served on the Board of Directors how politics shapes their environment and find ways to par- of VIA Rail Canada, Canada’s national passenger rail service. He ticipate effectively in political decision making so that the also was vice chair of Canada’s Centre for Sustainable Trans- resulting projects can work better.” portation from 2005 to 2010 and, from 2001 to 2006, editorial Perl studies how politics creates institutional structures for board member of the journal Policy and Society. In 2003, Perl

TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE transportation finance and governance in North America, received the Distinguished Research Award from the University 58 Europe, and Asia, and why innovations are embraced in some of Calgary. 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 59

PROFILES ......

Peter F. Swan Pennsylvania State University, Harrisburg

eter F. Swan defines his role in TRB as an advocate for 1980 to 1987, Swan held various positions at CSX Transporta- freight. He began his TRB service as a member of the tion, working in operations—terminal trainmaster, assistant PFreight Transportation Economics and Regulation Com- terminal trainmaster, assistant to the division manager, and mittee in 2001 and soon was appointed chair. At the time, operations analyst—and in marketing. As market manager, trucking only had one committee to address issues not related Swan guided special projects for new service and line rational- to safety, Swan recalls; as chair, he implemented a directive to ization and participated in an award-winning project to start work with the Transportation Economics Committee and other railroad service between Detroit, Michigan, and Atlanta, Geor- groups to share a focus on freight. gia. He also served as a liaison between automotive marketing Working with the Transportation Economics Committee and other departments. chair, the late David Forkenbrock, Swan and his committee In 1987, Swan founded Transportation Operations, Inc., a members brought practitioners and economists together to delve consulting company that assisted short-line railroads with into rail, trucking, and freight economics issues that previously acquisition studies and accounting software. He created and had gone unexplored. “As highway privatization and demand- maintained a software system for railroad car hire and revenue based tolling increased, Forkenbrock’s encouragement led the accounting that included electronic data interchange of car hire and car interchange reports. A Ph.D. in business administration from UM Business “It is the collaboration School in 1997 marked the beginning of Swan’s academic career. From 1997 to 1998, he served as adjunct researcher at with colleagues at TRB UM Business School in the Trucking Industry Program, help- that has both ing to develop instruments and oversee data collection for a case study of less-than-truckload firms and for a truck driver sustained my interest survey. He joined the faculty at the Pennsylvania State Univer- in transportation and sity’s Smeal College of Business in 1998 as assistant professor deepened my of supply chain management, and in 2005, Swan became assistant professor of logistics and operations management at the understanding.” School of Business Administration at Pennsylvania State Uni- versity, Harrisburg. He became associate professor in 2012. In the mid-2000s, Swan noted a lack of research literature on two committees to redouble efforts to reach out to one another. trucking elasticity of demand—most studies were based on stated- Although the process was not always smooth, it always was preference models. In 2008, Swan and colleague Michael Belzer worth the effort and could only happen at TRB,” Swan notes. conducted an analysis of diversion from the Ohio Turnpike— In 2002, Swan joined the Task Force on Trucking Industry which recently had raised tolls to finance expanded capacity—and Research, which became the Trucking Industry Research Com- presented their findings at the 2008 TRB Annual Meeting. In mittee in 2006. He joined the Freight Systems Group in 2004, 2013, they published a follow-up paper in Public Works Manage- serving as group chair and member of the Technical Activities ment & Policy, estimating the crash costs that result from trucks Council from 2010 to 2013. From 2005 to 2008, Swan also diverted from the turnpike. “Neither of these papers would have served as a liaison representative to the Rail Group. been written, let alone published, had it not been for the debate Efforts to conduct outreach on freight issues led to several fostered by conversations and presentations at TRB Annual Meet- important breakthroughs, such as a meeting in Boston in which ings,” Swan observes. truckers explained to other attendees that most over-the-road Other publications include papers in Transportation Journal, drivers are not paid by the hour, but by the mile; therefore, from Utilities Policy, Journal of Business Logistics, and The Economic TR NEWS 286 MAY–JUNE 2013 a trucking firm’s perspective, drivers’ time was worth much less and Labour Review. Swan contributed chapters to the books than most economic models previously had assumed. “There Engineered in Japan (1995) and Trucking in the Age of Informa- was a literal ‘aha’ moment as several meeting participants tion (2005) and, in 2011, participated in a strategic review of gained an understanding that they did not previously have,” the National Cooperative Freight Research Program. Swan recalls. Swan recommends that young researchers find a focus for Swan graduated with a bachelor’s degree from the Univer- their research pursuits and become involved in TRB commit- sity of Michigan (UM) in 1977. He worked for General Motors tees. “It is the collaboration with colleagues at TRB that has Corporation before earning a master’s degree in business both sustained my interest in transportation and deepened my administration from the University of Tennessee in 1980. From understanding,” he comments. 59 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 60

TRB HIGHLIGHTS SECOND STRATEGIC HIGHWAY RESEARCH PROGRAM

New Webinar Series Shares SHRP 2 Research Results The second Strategic Highway Research Program (SHRP 2) recently launched a new webinar series, appearing twice a month on Tuesday afternoons. The series provides a substantive summary of the research and detailed description of SHRP 2 products, as well as information about implementation opportunities and assistance from implementation partners, the Federal Highway Administration (FHWA) and the American Association of POLICY REVIEW—TRB Executive Committee Chair Deborah Butler State Highway and Transportation Officials (AASHTO), and (center), with TRB Associate Executive Director Suzanne Schneider offers the perspective and experience of participants who (left) and second Strategic Highway Research Program Director Ann have pilot-tested the products. Brach (right), participates in a meeting of the Subcommittee on Plan- ning and Policy Review. The subcommittee met in April at the National The second round of webinars begins August 6 and Academies’ Keck Center in Washington, D.C., to deliberate on TRB pol- includes such topics as establishing monitoring programs for icy-oriented studies, develop opportunities for new Executive Com- mobility and travel time reliability, modular pavement tech- mittee initiatives, and identify critical transportation issues warranting nology, bridges for service life beyond 100 years, incorpora- TRB consideration. tion of travel time reliability into the Highway Capacity Manual, improved economic analysis tools, composite pave- P HOTO ment systems, and more.

DISTINGUISHED MEMBER— : S

TEPHEN SHRP 2 Tuesday topics will coordinate with the Imple- For meritorious service to the mentation Assistance Program developed by FHWA and

Hydrology, Hydraulics, and M Water Quality Committee, AHER AASHTO (www.fhwa.dot.gov/goshrp2). The program has Wilbert O. Thomas, Jr. (right), three participation levels, with incentives to conduct proof- received an Emeritus Award of-concept pilot tests, lead adopter incentives to offset costs at the 2013 TRB Annual associated with adopting innovations, and user incentives for Meeting. With him are com- activities such as peer exchanges. mittee chair Jon Zirkle (cen- For announcements and registration information, subscribe to ter) and design section chair Brian Ray (left). An editorial SHRP 2 News at www.TRB.org/SHRP2. Most SHRP2 Tuesday oversight omitted Thomas from the list of emeritus members pub- webinars offer PDH credits. Questions can be addressed to Linda lished in the March–April TR News, page 22. Mason, [email protected].

COOPERATIVE RESEARCH PROGRAMS NEWS

Traffic Incident Management Improving the Highway Geometric Performance Measurement Design Process Effective traffic incident management (TIM) reduces the duration The design of a highway—three-dimensional features and accessories and impacts of traffic incidents and improves the safety of motorists, for drainage, traffic control, and safety—requires a well-defined crash victims, and emergency responders. Performance measurement process. The American Association of State Highway and Transporta- is a key component in improving the effectiveness of TIM programs. tion Officials (AASHTO) has published highway design policy guid- Applied Engineering Management Corporation has received a ance since the 1940s; the underlying highway design process has $199,991, 18-month contract [National Cooperative Highway remained essentially unchanged since then. An assessment of the cur- Research Program (NCHRP) Project 07-20, FY 2012] to develop rent design process can ensure that recent advances in knowledge, concise guidance on the implementation of TIM performance mea- such as the AASHTO Highway Safety Manual, and emerging issues like surement for a range of transportation and incident-responding complete streets or flexible design are addressed appropriately. agencies. Guidance will include clear definitions and data elements CH2M Hill has received a $424,968, 33-month contract (NCHRP for performance measures, descriptions of typical data sources and Project 15-47, FY 2013) to develop a comprehensive, flexible design collection strategies, and an example reference database. process to meet future needs of geometric designers, considering For further information, contact B. Ray Derr, TRB, 202-334-3231, project purposes and needs, context, desired outcomes, and more.

TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE [email protected]. For further information, contact B. Ray Derr, TRB, 202-334-3231, 60 [email protected]. TR NEWS 286 MAY–JUNE 2013 61 The author is Report TRB. Review Officer,

PHOTO: RISDON PHOTOGRAPHY Morgan State University, Morgan New Mexico State University, A&T State University, Carolina North University, State South Carolina State University, Tennessee Southern University, Texas and University of New Mexico, El Paso. University of Texas, u u u u u u u u Each institution selects one student to participate Each institution selects papers for peer Fellows must submit their research in the program, which covers expenses for fellows to which covers expenses in the program, their transportation-related attend and present poster or Meeting’s at one of the Annual research expenses for fac- are lectern sessions. Also covered TRB pro- ulty mentors to accompany the fellows. from vides funding for these expenses, with support Highway other sponsors, including the Federal Council of Central Texas Administration; the North Inc.; the South Governments; Parsons Brinckerhoff, California; Coast Air Quality Management District, Stantec, Inc.; and many individual contributors. the Annual by the August 1 deadline before review the students the chance to experi- Meeting, offering to past fellows critique. According ence a peer-review helpful in and faculty mentors, this critique has been presen- sharpening their writing skills and improving

California State Polytechnic University, Florida A&M University, University, Howard Jackson State University, ince 2010, 30 talented graduate students and ince 2010, 30 talented

advanced undergraduates have participated in have participated advanced undergraduates Minority Student Fellows Program, TRB’s u u u u Selected fellows must be enrolled in a trans- Selected fellows must be enrolled back row, left to right) Kameron A. Boggan, Jackson State University; Roberto 2013 TRB Minority Student Fellows: (back row, Guaderrama, New Mexico State University; Pomona; Lucas C. Flores, California State Polytechnic University, left to right ) (front row, Winsbert C. (Curt) Charles, Howard University; Davis Aluengeh, University of New Mexico; El Paso; Kiara J. McCummings, Romo, University of Texas, Southern University; Alicia Texas Chelse L. Hoover, Not pictured are Andrew M. State University. State University; and Matthew D. Crooks, Morgan Tennessee A&T State University; and Kenya A. South Carolina State University; Albert C. Onochie, North Carolina Brunner, Rolle, Florida A&M University. Four Years of TRB’s Minority Student Fellows Program Fellows Minority Student of TRB’s Four Years KAREN FEBEY Launch Pad for Transportation Careers Transportation Pad for Launch which promotes minority participation in trans- minority participation which promotes An outcome of the strategic and in TRB. portation overseen by the TRB Executive planning process under the leadership of Committee and developed Suzanne Schnei- Director TRB Associate Executive stu- for full-time support provides the program der, to minority groups underrepresented dents from on a transportation- papers research-based present topic at the TRB Annual Meeting. related curriculum at an eligible histori- portation-related cally black college or university or Hispanic-serving be eligible, an institution in the United States. To institution must be a verified minority-serving school with TRB, and must have an established relationship The 12 including a TRB University Representative. minority-serving institutions that have participated as follows: to date are

Pomona, S 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 61 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage62 62 TR NEWS 286 MAY–JUNE 2013 University. Carolina A&TState then astudentatNorth fellow KyleGreen( mitigation strategieswith discuss pavementcrack Senior ProgramOfficer, James Bryant,Jr., TRB Suzanne Schneider;and Executive Director DOT; TRBAssociate Roger Olson,Minnesota Meeting, (lefttoright At the2011TRBAnnual TRB HIGHLIGHTS right), ) not havehadsuchanopportunity were itnotfor first conference experience—they probably would lows notedthattheTRBAnnual Meetingwastheir can beappliedtotransportation problems. Afewfel- demonstrated thewaysinwhichclassroom theory the rangeoftransportation careers andfields and TRB AnnualMeetingprovided criticalexposure to National LaboratoryinNewMexico. and gasindustry, andresearcher atLosAlamos major manufacturingcompany, fieldtrainerintheoil engineer ataconstructioncompany, buyerfora pavement designengineer, traffic engineer, project are workingfull-timeincludetransportation and diverse career pathsofthesevenformerfellowswho one master’s degree student,andalawstudent.The four are seekingnewdegrees—two Ph.D.students, tion degree programs theywere inasfellowsand time students,twoare completingthetransporta- and sevenare workingfull-time.Amongthefull- earlierthisyear,interviews sixare full-timestudents Of the13formerfellowswhotookpart infollow-up Positive Experience Hispanic andNativeAmerican. ticipants havebeenAfrican-American,andtherest female and14havebeenmale.Two-thirds ofthepar- lows whohaveparticipated since2010,16havebeen to grow to15eligibleinstitutions.Amongthe30fel- student toparticipate. In2014,theprogram isslated 2013, 14institutionswere eligible,and12selecteda four fellowsfrom foureligibleinstitutions;inJanuary ble institutionshavegrown. In2010,theprogram had both thenumberoffellowsandeligi- and theapplicationoftraffic software. between carsandtrucks,demandforbicyclefacilities, ultrahigh-performance concrete, pre-crash factors topics asbusroute performance, strainbehaviorof tation quality. Fellowshavepresented research onsuch

Former fellowsreport thattheirexperienceatthe In thefouryearssinceprogram wasestablished,

P R : P HOTOGRAPHY ISDON HOTO 202-334-2829 [email protected]. 334-2959 [email protected], orKaren Febey, more information,contact SuzanneSchneider, 202- are abletomeetthe eligibilityrequirements. For tors andinterested institutionsthat minority-serving additional organizational andindividualcontribu- tee functions. to attendmeetingsandparticipate inregular commit- ticipate asafriendofcommittee,whichallowsthem members are unabletosecure aspot,theyalso canpar- each committeeforyoungermembers.If ages continuedinvolvementbyreserving fourspotson opportunities withotherprofessionals. TRBencour- portation fieldandadvancingtheirnetworking mittees—deepening theirinvolvementinthetrans- become involvedwithTRBbyjoiningstandingcom- Many formerfellowsindicatedastrong desire to fields, helpingtoconnecttheirexperienceacareer. dents withpotentialemployersintheirparticular gested byformerfellowsincludeeventstoconnectstu- experience andprofessional development.Ideassug- the aimofenrichingfellows’TRBAnnualMeeting 2014 andbeyond,TRBwillcontinuetorefine itwith As theMinorityStudentFellowsProgram movesinto Future Goals their writingandpresentation skills. understanding oftheresearch process andimproved fessionals provided themwithamore nuanced and presenting theresearch totransportation pro- up theresults, responding topeer-review critiques, process ofcarryingouttheirownresearch, writing internship atastatedepartment oftransportation. fellowship onhisresume helpedhimobtainan thatincludingthe Meeting. Anotherfellowobserves eral facultymembersshehadmetattheTRBAnnual related Ph.D.program, shewasabletocontactsev- was seekingadviceonapplyingtoatransportation- low, nowadoctoralstudent,notesthatwhenshe out asadistinctionontheirrésumés.Aformerfel- professional growth; moreover, thefellowshipstood working opportunities atthemeetinghelpedtheir helped themrefine theircareer goalsandthatthenet- mented thattheTRBAnnualMeetingexperience professionals andacademia’s best.” felt important atthisevent,sharingthefloorwith liked mypostersessionthemost,”hecomments.“I highlight ofhisTRBAnnualMeetingexperience.“I One reports thathisresearch presentation wasthe of transportation, aninsightgainedatthemeeting. research couldmakeareal contributiontothefield TRB. Otherfellowsexpressed pridethattheir To continuetoexpandtheprogram, TRBseeks Former participantsthatthe alsoobserved The fellowswhoare workingfull-timecom- PHOTO: RISDON PHOTOGRAPHY PHOTO: RISDON PHOTOGRAPHY

TR NEWS 286 MAY–JUNE 2013 63 - Katherine F. Turnbull, Katherine F. A&M Trans Texas portation Institute (above), and Marsha Anderson Bomar, Stantec Consulting, Inc., represented TRB in April at a White House forum. Another hat I sport is as cochair of the TRB Women’s Another hat I sport I have been the first woman to serve in In my career, shows vital. Research Mentorship and sponsorship are TRB provides a nurturing environment to women at environment a nurturing TRB provides Mentorship and Sponsorship Marsha Anderson Bomar several hats at this event gave me the opportu- Wearing of and future nity to examine many aspects of the history Stantec Consult- I represented women in transportation. and Diver- for Netweaving ing as the Executive Director the four pillars of the group; sity for our Transportation event aligned with elements of our mission—education, years in Forty and leadership. access to jobs, retention, examples of the this industry have armed me with many and retaining, successes of and challenges in attracting, for bright women. developing leadership opportunities Committee. The committee is Issues in Transportation matters that affect developing a track on transportation find- we also share women for our April 2014 conference; and security of transit travel, on safety research ings from other topics the impact of technical developments, and gender consideration. with a strong a number of capacities, and the lessons learned allowed in the leadership track. me to be an engaged participant women, of graduates are 50 percent that approximately of leadership positions are but at the top, only 3 percent must be professionals filled by women. Transportation actively and enthusiastically engaged in mentorship— women to be fully qualified to servenurturing in leader- and ship—and in sponsorship—identifying opportunities female candidates. speaking up about strong all levels in their careers. Standing committees offer an Standing committees offer all levels in their careers. many of the action items devel- venue to advance effective session pro- education breakout oped at the forum. The developing my “elevator” speech vided an occasion for “If you careers: to transportation about attracting women that is exciting, challenging, pro- looking for a career are in and makes a difference opportunities, vides growth is transportation state, and country, your community, active involvement in TRB you want to be. Your where your career.” will help throughout Turnbull is Executive Associate Director, Texas A&M Texas is Executive Associate Director, Turnbull TRB Technical Institute, and Chair, Transportation Activities Council. Anderson Bomar is Senior Principal, TRB Women’s Stantec Consulting, Inc., and Cochair, Committee. Issues in Transportation

pproximately 60 women leaders from industry, women leaders from 60 pproximately public agencies, professional organizations, and organizations, public agencies, professional with top-ranking personnel universities convened

TRB has many activities under way to expand oppor- session at the Annual The New Attendees Welcome Valerie Jarrett, Senior Adviser to the President and Senior Adviser to the President Jarrett, Valerie the forum and the two perspectives on are Presented A Nurturing Environment Turnbull Katherine F. dis- small group and The combination of presentations for sharing infor- an excellent method cussions provided mation, experiences, ideas, and follow-up activities. introducing tunities for women in transportation, pro- community, younger women into the transportation their throughout viding networking opportunities and developing leadership skills. The Young careers, sessions, webi- Annual Meeting Members Council targets and other activities nars, networking opportunities, women and men completing their education and toward All standing in transportation. beginning their careers have four young member committees and task forces spots as well as extensive lists of committee friends. women of all ages to TRB oppor- Meeting helps introduce Com- Issues in Transportation tunities, and the Women’s on women’s international conferences mittee, regular state- problem issues, and the development of research advance the understanding of women’s ments further needs. transportation White House Forum Invites Discussion Invites Discussion Forum White House ANDERSON BOMAR TURNBULL AND MARSHA F. KATHERINE Increasing Opportunities for Women in Transportation for Women Opportunities Increasing

from the White House and the U.S. Department of Trans- and the U.S. Department the White House from April at the Eisenhower Executive (DOT) in portation forum D.C., for a special Building in Washington, Office for women in trans- opportunities the on increasing portation. and Girls; U.S. White House Council on Women Chair, Ray LaHood; U.S. Health and Secretary Transportation Kathleen Sebelius; Susan Kur- Human Services Secretary and for Aviation Secretary land, Assistant Transportation and other speakers outlined the diverse Internal Affairs; the transportation jobs available for women throughout and in the workforce on women research industry, in trans- women leaders, and the business case for women sessions focused on education, Small group portation. development of and leadership retention, recruitment, U.S. DOT will inte- women in all facets of transportation. to the into its contributions grate the forum results in Trans- Asia–Pacific Economic Cooperation Women initiative. portation the action steps. TRB can play in advancing possible roles A 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 63 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/135:06PMPage64 64 TR NEWS 286 MAY–JUNE 2013 high costs.Modeltestsprovide areliable, low-costalternative. behavior undermovingloads, extensive fieldtestsare hindered by track. however, are required forfurther developmentofballastlessslab andlaboratorytesting, ways. Fieldobservation track iswidelyusedinnewhigh-speedrail- higher stabilityanddurability, ballastlessslab interaction betweentrainandtrack.With speed trains,leadingtogreater dynamic lasted tracksunderthestrong impactofhigh- East Asiaisthepermanentsettlementofbal- infrastructure inEurope, North America, and tion andmaintenanceofhigh-speedrailway Among thechallengesrelated totheconstruc- Railway Performance New Test FacilityMeasures INTERNATIONAL summer. testing this undergo field locomotives will Sprinter Amtrak Although fieldmeasurements provide valuabledataonrailway Cities NEWS BRIEFS also are energy efficient. Theywillreplace electricloco- that willfeedenergy backintothepowergrid,units enhanced mobility. With aregenerative brakingsystem regulations andare designedforeasiermaintenanceand the fall. the Northeast Corridor—toenterintorevenue in service Transportation facilityinPueblo,Colorado,andoneon tested thissummer—twoattheU.S.Department of east Corridorwillbepowered bythenewlocomotives. burg, Pennsylvania.Alllong-distancetrainsontheNorth- speeds upto110mphbetweenPhiladelphiaandHarris- and Washington, trainsat D.C.,andonKeystoneService trains atspeedsupto125mphbetweenBoston,NewYork, Sprinter powered railmanufacturingplant,theAmtrakCities expansion plan.BuiltbySiemensinarenewable-energy as part ofacomprehensive equipmentmodernizationand Amtrak isadding70newelectriclocomotivestoitsfleet Energy-Efficient LocomotivesonTrack The newlocomotivesmeetthelatestfederalrailsafety The firstthree unitsofthe$466-millionorder willbe locomotives willoperateonNortheast Regional Zhejiang Universityrailtestingfacility. www.ssgeo.zju.edu.cn. University, contactXuechengBian [email protected] results. facility. Fieldmeasurements confirmedtheaccuracy ofthemodeltest

For more informationonthefull-scaletestingfacilityatZhejiang

: S : P IEMENS HOTO cts/texting-and-driving. using avoice-to-textapplication. less safewhentheywere textingmanuallybutsaferwhen approximately thesameamount.Driversreported feeling voice-to-text method,driverperformance suffered by text spent lookingattheroadway ahead.Althoughmanual platforms significantlyreduced theamountoftimedrivers as inatexting-free environment—and bothofthetexting case, thereaction timeswere approximately twiceaslong nificantly delayedwithbothtextingmethods—ineach ing theexercises. respond dur- toalightthatcameonatrandomintervals time ittookeachdrivertocompletethetasksand once textingmanually. Researchers measured thelengthof cations—Siri fortheiPhoneandVlingoAndroid—and three more times,onceeachusingtwovoice-to-textappli- the useofcellphones.Eachdriverthentraveledcourse portation Center. was sponsored bytheSouthwestRegionUniversityTrans- cle onaclosedcourse,thestudyisfirstofitskindand formance of43research participants drivinganactualvehi- the Texas A&MTransportation Institute.Basedontheper- advantage overmanualtexting,according toresearch from Voice-to-text mobilephoneapplicationsoffer nosafety No SafetyAdvantages Voice-to-Text Offers Drivers 898/720/Amtrak-Siemens-Locomotive-ATK-13-039.pdf. have traveledanaverageofmore than3.5millionmiles. for25to35yearsandthat motives thathavebeeninservice For more information,visithttp://tti.tamu.edu/group/ According tothestudy, driverresponse timeswere sig- Participants firstnavigatedthedrivingcoursewithout For more information,seewww.amtrak.com/ccurl/ ing required slightlylesstimeformosttasksthanthe Shanghai High-SpeedRailwaywasputintocom- speed railwaydesigncode.Before theBeijing– track constructedaccording toChina’s high- ducted full-scalemodeltestingofballastlessslab ment ofCivilEngineeringfacultyhavecon- structure tosimulateatrain’s passage.Depart- ators generatessequentialloadingonatrack railways. Atthefacility, aseriesofdynamicactu- opened afull-scaletestingfacilityforhigh-speed track underwent testsonafull-scalemodelatthe track underwent mercial operation,thenewlybuiltballastless slab Zhejiang UniversityinHangzhou,China,has TR NEWS 286 MAY–JUNE 2013 65 BOOK SHELF Almost with its opening in 1913, Grand with a luxurious new terminal. In 1903, with a luxurious new to voted of directors board the railroad’s broke ground the following year, proceed; that would take a decade on the project to U.S. dollars and $2 billion in current complete. Central became a classic Manhattan land- were mark. Among the amenities provided shoe-polishing separate waiting rooms, and salons for rooms, services, dressing women; private barbershops for men; and uniformed informational guides, dubbed The author explores how New York’s Grand Central how New York’s The author explores catalyzed were Central Terminal The plans for Grand the station’s iconic transit hub are Outlined in this illustrated history of the

Authors present research on hard highway shoul- on hard research Authors present $58.50; nonaffiliates, 2012; 191 pp.; TRB affiliates, topics including the spatial effec- are Explored

Grand Central: How a Train Station Station How a Train Grand Central: America Transformed $30; 2013; 320 pp.; Grand Central Publishing, Sam Roberts. 978-14-5552-596-6. celebrating its 100th anniversary—antic- Terminal—now of suburban development and, with ipated the evolution expansion and growth. westward encouraged the railroad, passengers. that killed 15 Tunnel crash in the Park Avenue by a fatal 1902 train switch- proposed J. Wilgus William chief engineer Central Railroad New York City of New York heart in the the rail yard and replacing ing to electric trains include Iconic features literature. “walking encyclopedias” in the promotional modeled on those at the Paris Opera the opal-faced clock, marble staircases which has served as a back- lobby, House, and the celestial ceiling in the main to several classic film scenes. drop along with information cultural effects, and its long-lasting conception, history, over AC/DC power time; the debate in standardizing role about the terminal’s such as luggage ramps, that now are for the electric trains; and innovations, taken for granted.

West balcony of the Grand Central West ca. main concourse, Terminal 1910–1920. . C P D : P O UBLISHING ETROIT HOTO der running, safety interventionreal-time models, safety evaluations, crash avoidance maneuvers, integrating observational simulation models, and traffic in work zones, and more. crash frequency $78. Subscriber categories: safety and human factors; data and information technology. Law Enforcement, Highway Safety 2012: Traffic Motorcycles, Alcohol, Occupant Protection, and Trucks Record 2281 Research Transportation tiveness of speed feedback signs, risks of apprehen- of alcohol on effects sion for speeding in Norway, Through a cross-disciplinary Through calibration factors, and crash Underground Engineering for Underground Sustainable Urban Development on Earth Sciences and Board Division on Earth and Resources; Life Studies; National Research Council. National Academies 2013; 230 pp.; $59; 978- Press, 03-0927-824-9. overview of transportation sys- overview of transportation with tems and their interactions planning deci- urban and regional issues, sions and environmental Planning Sustainable Transport Planning Sustainable Hutton. Routledge, 2013; Barry 978-18-4971- 430 pp.; $59.95; 391-7. 2012; 131 pp.; TRB affiliates, $51.75; nonaffiliates, 2012; 131 pp.; TRB affiliates, Rule-based forecasting of traffic flow, household flow, of traffic Rule-based forecasting Well-maintained, resilient, and adequately per- resilient, Well-maintained, The books in this section are not TRB publica- section are The books in this contact the publisher listed. order, tions. To TRB PUBLICATIONS Sustainable Practices, Performance Measures, and Management Record 2280 Research Transportation modification factors for changes to left-turn phasing among the topics examined in this volume. are $69. Subscriber categories: data and information technology; safety and human factors. Statistical Methods and Highway Safety Performance 2012 Record 2279 Research Transportation ownership, quantile automobile and motorcycle of causal factors on crash distributions, High- effects way Safety Manual forming underground infrastructure can be an essen- infrastructure forming underground to be but much remains of sustainability, tial part of under- the sustainability learned about improving volume identifies itself. This infrastructure ground for using needs to maximize opportunities research space and enhances understanding of underground engineering in urban sus- of underground the role tainability. this volume offers a critique of existing methodology a this volume offers prob- the definitions, trends, and policy and explores plan- policies of transportation lems, objectives, and ning. 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 65 Page PM 5:06 7/11/13 00_TRN_286_TRN_286 00_TRN_286_TRN_286 7/11/13 5:06 PM Page 66

BOOK SHELF TRB PUBLICATIONS (continued)

speeding and road positioning, and moped rider vio- 2012; 172 pp.; TRB affiliates, $58.50; nonaffiliates, lation behavior and moped safety at intersections in $78. Subscriber category: planning and forecasting. China. 2012; 132 pp.; TRB affiliates, $51.75; nonaffiliates, Highway Capacity and Quality of Service 2012 $69. Subscriber categories: safety and human factors; Transportation Research Record 2286 vehicles and equipment. The papers in this volume address signal count- down timers, work zone capacity, driver following Geology and Properties of Earth Materials 2012 behavior on two-lane rural highways, recurring free- Transportation Research Record 2282 way bottlenecks, capacity drop in highway merging Papers on such subjects as a snow melting model sections, and more. for hydronically heated pavement, road milling with 2012; 132 pp.; TRB affiliates, $51.75; nonaffiliates, diamond-enhanced or tungsten carbide teeth, accel- $69. Subscriber categories: operations and traffic man- erated pavement testing of uncrushed aggregates in agement; planning and forecasting. unsurfaced road applications, and emerging technological approaches to analyzing rural highway proj- Energy and Global Climate Change 2012 ects are presented in this volume. Transportation Research Record 2287 2012; 99 pp.; TRB affiliates, $46.50; nonaffiliates, Explored are such topics as driving distance of $62. Subscriber categories: geotechnology; pavements; electric vehicles, emission reduction technologies for construction. large fleets, carbon footprints for public transportation agencies, and proposed vehicle fuel economy Network Modeling 2012, Vol. 1 standards in the United States for 2017 to 2025. Transportation Research Record 2283 2012; 181 pp.; TRB affiliates, $58.50; nonaffiliates, This volume addresses path-constrained traffic $78. Subscriber categories: energy; environment. assignment, welfare effects of congestion pricing, an algorithm for intermodal optimal multidestination Freight Systems 2012 tours, optimization of school locations in rural areas, Transportation Research Record 2288 the user equilibrium traffic assignment problem, and Traffic at intermodal logistic hubs, varieties of other topics. logistics centers, commodity forecasting, modular B- 2012; 142 pp.; TRB affiliates, $51.75; nonaffiliates, triples, road pricing effects on freight carrier behav- $69. Subscriber categories: planning and forecasting; ior, and shields for safe transport of explosives are security and emergencies. among the subjects examined in this volume. 2012; 102 pp.; TRB affiliates, $46.50; nonaffiliates, Network Modeling 2012, Vol. 2 $62. Subscriber categories: freight transportation; Transportation Research Record 2284 motor carriers; planning and forecasting. Online activity routing systems, combined distri- The TRR Journal Online bution–assignment models, design of bike lane net- Railways 2012 website provides electron- works, schedule-based transit networks, routing Transportation Research Record 2289 ic access to the full text of behavior for vacant taxicabs, and a stochastic user Authors present research on high-speed rail ver- more than 13,000 peer- equilibrium for route choice are among the subjects sus air transportation, risk assessment of positive reviewed papers that have examined in this volume. train control, a portable emission measurement sys- been published as part of 2012; 124 pp.; TRB affiliates, $48; nonaffiliates, tem, track fastenings in high-speed and heavy-haul the Transportation Re- $64. Subscriber categories: planning and forecasting; railroads, asset condition assessment, causes of train search Record: Journal security and emergencies. derailments, and more. of the Transportation Research Board (TRR 2012; 163 pp.; TRB affiliates, $55.50; nonaffiliates, Journal) series since Travel Survey Methods, Freight Data Systems, $74. Subscriber categories: rail; freight transportation; 1996. The site includes and Asset Management 2012 passenger transportation. the latest in search tech- Transportation Research Record 2285 nologies and is updated Authors present research on culvert asset man- Calibration of Rutting Models for Structural and as new TRR Journal pa- agement, transportation investment decisions con- Mix Design pers become available. To sidering project interdependencies, multimodal trips NCHRP Report 719 explore the TRR Online in travel surveys, measuring future vehicle prefer- Highlighted in this report are proposed revisions service, visit www.TRB. TR NEWS 286 MAY–JUNE 2013 TR NEWS 286 MAY–JUNE ences, freight generation modeling using aggregate to the Mechanistic–Empirical Pavement Design Guide org/TRROnline. 66 data, and more. (MEPDG) and software to incorporate three alter- TR NEWS 286 MAY–JUNE 2013 67 BOOK SHELF An update of NCHRP Synthesis 299, this volume An update of NCHRP $40.50; nonaffiliates, 2012; 81 pp.; TRB affiliates, accel- various full-scale Significant findings from $50.25; nonaffiliates, 2012; 154 pp.; TRB affiliates, for a step-by-step process provides This report $54; nonaffiliates, 2012; 231 pp.; TRB affiliates, to airport-to-airport Benefits and issues related $53.25; nonaffiliates, 2012; 181 pp.; TRB affiliates, and bene- summarizes the principles This report Recent Roadway Geometric Design Research for Research Geometric Design Recent Roadway Operations Safety and Improved NCHRP Synthesis 432 geometric design roadway and summarizes reviews research the past decade, particularly from literature on safety and operations. that has identified impacts construction; design; high- $54. Subscriber categories: factors. ways; safety and human Full-Scale Accelerated from Significant Findings Pavement Testing NCHRP Synthesis 433 past decade in the erated pavement testing programs presented are summarized in this volume and are along with a survey of knowledge gaps and future needs. research mate- $67. Subscriber categories: aviation; highways; rials; pavements. Guidebook for Selecting Methods to Monitor Airport Deicing Materials and Aircraft ACRP Report 72 for identifying, evaluating, and selecting methods that may con- to monitor stormwater runoff airports ways to identify are tain deicing materials. Addressed monitor- of various parameters, the appropriateness opera- ing methods and instruments, and the setup, tion, and maintenance of each method. $72. Subscriber categories: aviation; environment. 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A multimodal transportation Determination of Longitudinal Stress in Rails Rail Resources system that links businesses Final Report, Safety Innovations Deserving Exploratory Analysis at the Ready with consumers, suppliers, (IDEA) Project 15, 58 pages, 8.5 x 11, http://onlinepubs.trb.org/ and markets is critical to the Onlinepubs/IDEA/FinalReports/Safety/S15Report.pdf, 2012 nation’s economy. Rail transportation enables the effective Teamwork in U.S. Railroad Operations: A Conference and efficient movement of intercity passengers and connects Transportation Research E-Circular E-C159, 136 pages, 8.5 x 11, U.S. consumers with agricultural, economic, logistics, and www.trb.org/Publications/Blurbs/166401.aspx, 2011 manufacturing centers throughout the nation and the world. Framework and Tools for Estimating Benefits of Specific Freight The Transportation Research Board has produced an array of Network Investments information to help transportation professionals and decision NCFRP Report 12, ISBN 978-0-309-21356-1, 123 pages, 8.5 x 11, makers enhance the nation’s rail transportation system. paperback, $61, 2011 Recent publications of interest include the following: Impacts of Public Policy on the Freight Transportation System Railways 2012 NCFRP Report 6, ISBN 978-0-309-21335-6, 103 pages, 8.5 x 11, Transportation Research Record: Journal of the Transportation paperback, $53, 2011 Research Board, No. 2289, ISBN 978-0-309-22329-4, 163 pages, 8.5 x Strategies for Improving the Project Agreement Process Between 11, paperback, $74, 2012 Highway Agencies and Railroads Multimodal Freight Transportation Within the Great Lakes–Saint Second Strategic Highway Research Program Report S2-R16-RR-1, Lawrence Basin ISBN 978-0-309-12888-9, 8.5 x 11, 174 pages, paperback, $66, 2010 National Cooperative Freight Research Program (NCFRP) Report 17, Guidebook for Implementing Passenger Rail Service on Shared ISBN 978-0-309-25830-2, 97 pages, 8.5 x 11, paperback, $57, 2012 Passenger and Freight Corridors Committee for Review of the Federal Railroad Administration National Cooperative Highway Research Program Report 657, ISBN Research, Development, and Demonstration Programs Letter Report 978-0-309-15470-3, 169 pages, 8.5 x 11, paperback, $60, 2010 Letter Report, May 31, 2012, 15 pages, 8.5 x 11, www.trb.org/Main/Blurbs/167226.aspx, 2012

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