OPERATIONS PLAN Tacoma to Lakewood
Sounder Commuter Rail January 2010
Sounder Commuter Rail TACOMA TO LAKEWOOD OPERATIONS PLAN
Table of Contents
Table of Contents...... ii 1.0 Introduction...... 1 1.1 Purpose ...... 1 1.2 Origin and Overview of Sounder Commuter Rail ...... 1 1.2.1 Tacoma-Seattle ...... 1 1.2.2 Everett-Seattle...... 1 1.2.3 Tacoma-Lakewood ...... 2 1.3 Corridor Description ...... 4 2.0 System Administration ...... 4 2.1 Major Agreements ...... 4 2.1.1 BNSF ...... 4 2.1.2 Amtrak ...... 4 2.1.3 Tacoma Rail...... 4 2.1.4 WSDOT ...... 4 2.1.5 BNSF Freight/Tacoma Rail Short-line Agreement...... 5 2.1.6 Union Pacific ...... 5 2.1.7 Maintenance of Way Contractor...... 5 2.2 Industry Track Agreements...... 5 2.3 Regulations ...... 5 2.3.1 Federal ...... 5 2.3.2 State ...... 6 3.0 Operating Requirements and Features...... 6 3.1 Rules - General Code of Operating Rules (GCOR) ...... 6 3.2 General Orders...... 7 3.3 Slow Order...... 7 3.4 Timetables...... 8 3.5 Daily Operating Plan...... 8 3.6 Definition of Route/Line Name ...... 8 3.7 Mileposts...... 8 3.8 Track Stations ...... 9 3.9 Speed Limits and Restrictions...... 9 3.10 Directions of Orientation ...... 9 3.11 Operating Procedures for D to M Street on 2.85% Grade...... 9 3.11.1 Air Brake and Train Handling Rules ...... 9 3.11.2 Special Instructions...... 10 3.11.3 General Operations ...... 10 3.11.4 Special Procedures and Conditions...... 10 3.12 Centralized Traffic Control (CTC) System...... 11 3.13 Dispatching ...... 12 3.14 Radio Frequencies...... 12 4.0 System Features ...... 13 4.1 Passenger Stations...... 13 4.1.1 Tacoma Dome Station...... 13 4.1.2 South Tacoma Station...... 13 4.1.3 Lakewood Station ...... 13 4.1.4 Lakewood Layover Yard ...... 13 4.2 Equipment Features ...... 13 4.2.1 Rolling Stock on Hand...... 13 4.2.2 Rolling Stock Types Owned ...... 14 4.2.3 Yard Servicing ...... 14
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4.2.4 Layover Servicing...... 14 4.2.5 Inspections ...... 14 4.3 Railroad Highway Crossing...... 14 4.3.1 On D to M Street Tracks...... 14 4.3.2 Existing on the M Street to Bridgeport Way Tracks...... 14 4.3.3 Existing on the Bridgeport Way to Nisqually Tracks ...... 15 4.4 Industry Tracks (with Agreements) ...... 15 4.5 Spur Lines...... 16 4.6 Train Speeds ...... 16 4.7 Maintenance...... 16 5.0 Service Features ...... 17 5.1 Train Operations ...... 17 5.1.1 Running Times...... 17 5.1.2 Meeting Trains at the Lakewood Storage Track ...... 17 5.1.3 Tacoma Rail...... 18 5.1.4 BNSF/Military ...... 18 5.1.5 Sounder Train Schedules ...... 18 5.1.6 Operational Diagrams ...... 18 5.2 Daily Service Schedule (Sample)...... 19 5.3 Event Service ...... 20 5.4 Fares...... 20 5.5 Service Changes...... 21 5.6 Safety Planning...... 21 5.7 Security Program ...... 22 Emergency Contact Information...... 24 6.0 Appendices...... 24 6.1 Appendix A - Abstract of Applicable Federal Regulations (Title 49 CFR)...... 24 207 Railroad Police Officers...... 24 209 Railroad Safety Enforcement Procedures ...... 24 210 Railroad Noise Emission Compliance Regulations...... 24 211 Rules of Practice ...... 24 212 State Safety Participation Programs...... 24 213 Track Inspection and Safety Standards...... 24 214 Roadway Worker Protection/Railroad Workplace Safety...... 25 216 Special notice and emergency order procedures...... 25 217 Railroad operating rules...... 25 218 Railroad operating practices...... 26 219 Control of Alcohol and Drug Use...... 26 220 Railroad communication...... 26 222 Use of Locomotive Horns at Highway-Rail Grade Crossings ...... 27 225 Railroad accidents and incidents...... 27 228 Hours of Service of Railroad Employees...... 28 229 Railroad Locomotive Safety Standards...... 28 231 Railroad Safety Appliance Standards...... 28 232 Brake System Safety Standards for Non-Passenger Trains and Equipment; End-of-Train Devices...... 29 233 Signal systems reporting requirements ...... 29 234 Grade crossing signal system safety ...... 29 235 Instructions governing applications for approval of a discontinuance or material modification of a signal... 29 236 Rules, standards, and instructions governing the installation, inspection, maintenance, and repair of...... 30 238 Passenger Equipment Safety Standards ...... 30 239 Passenger Train Emergency Preparedness...... 31 240 Qualification and Certification of Locomotive Engineers ...... 31 245 Railroad user fees...... 31 840 Rules Pertaining to Notification of Railroad Accidents...... 31 6.2 Appendix B – Abstract of Applicable State Regulations – RCW and WAC...... 32
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RCW 47.32.140 Railroad Crossings, Obstructions...... 32 RCW 81.28.280 Investigation of accidents, wrecks ...... 32 RCW 81.44 Common Carriers - Equipment...... 32 RCW 81.48.010 Failure to Ring Bell – Penalty - Exception ...... 32 RCW 81.48.020 Obstructing or Delaying Train - Penalty...... 32 RCW 81.48.060 Penalty for Violation of Duty Endangering Safety ...... 32 RCW 81.53 Railroads-Crossings ...... 32 RCW 81.60 Railroads – Railroad Police and Regulations...... 32 RCW 82.51.050 Fences—Crossings—Cattle Guards...... 32 WAC 139-05-925 Requirement of Training for Railroad Police Officers...... 33 WAC 480-60 Clearances ...... 33 WAC 480-62-325 Railroad Police Officers...... 33 WAC 480-62-150 Grade Crossing Petitions...... 33 WAC 480-62-155 Train Speeds...... 33 WAC 480-66 Railroad Companies -- Sanitation ...... 33 6.3 Appendix C – Various Operational Diagrams ...... 33 Exhibit 1 – Sample Traffic Diagram of Sounder, Amtrak Intercity, and Amtrak Cascades trains ...... 34 Exhibit 2 – Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood ...... 35 Exhibit 3 – Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood ...... 36 Exhibit 4 – Distance Speed Graph...... 37 Exhibit 5 - Sight Distance and Stopping Distance...... 37 6.4 Appendix D – Emergency Contact Phone List ...... 38 6.5 Appendix D – Emergency Contact Phone List, Continued...... 38 6.6 Appendix E – BNSF General Code of Operating Rules ...... 38
Table of Contents - Figures
Figure 1— Passenger Rail in Pierce County...... 2 Figure 2— Sounder Commuter Rail Map...... 3 Figure 3— Sounder Sample Train Running Times...... 17 Figure 4— Sounder Distanced Based Fare Structure ...... 21
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1.0 Introduction 1.1 Purpose The Sounder Tacoma to Lakewood Operations Plan provides an overview of the Sounder program operational characteristics and system features in facilitating the ongoing operations of the Sounder commuter service in this corridor. It assists in the planning, administration, and management of operations by providing descriptions of the service, system track and facilities available for developing and maintaining a safe, reliable and quality oriented service for commuter rail passengers in the Puget Sound region.
As the final implementation of the planned service is still unfolding, this document should be viewed as dynamic rather than a static document, and will therefore be updated at least annually.
1.2 Origin and Overview of Sounder Commuter Rail The Central Puget Sound Regional Transit Authority’s (Sound Transit) plan to provide reliable region- wide transit service, Sound Move: the Ten-Year Regional Transit System Plan, was passed on November 5, 1996 by transit district voters in Snohomish, King, and Pierce Counties. Sound Transit, proposed an integrated system that includes approximately 82 miles of commuter rail service, 25 miles of light rail transit, regional express bus service, and a High Occupancy Vehicle (HOV) Expressway network.
The Sounder Commuter Rail project includes three line segments connecting Everett, Seattle, Tacoma and Lakewood, which are linked together over a distance of 82 miles with 13 stations (see Figure 1). These three line segments include the Tacoma-Seattle line, which began operations in September of 2000, the Everett-Seattle line, which began operation in December of 2003 and the particular focus of this document, the Tacoma-Lakewood line, which is scheduled to begin operations in 2012.
1.2.1 Tacoma-Seattle Initial service on the 39-mile Tacoma-Seattle line segment consisted of two trains in each peak direction, which increased to three round trips in September of 2002. A fourth train was added in September of 2005, and the fifth and sixth round trips began operating (including the first reverse commute) in September of 2007. In September of 2008 a seventh and eighth round trip (one of which was another reverse move trip) were added, and in September of 2009 the 9th (and final round trip promised to the voters in Sound Move) was placed in service. There are now 18 trains operating: seven northbound trains in the morning and two in the evening; and two southbound trains in the morning and seven in the evening. This line segment includes a northern terminus at the downtown Seattle King Street Station and a southern terminus located near the Tacoma Dome at Freight-house Square. Five intermediate stations are in service (Puyallup, Sumner, Auburn, Kent and a temporary Tukwila station), all of which offer parking and connections to local bus service.
1.2.2 Everett-Seattle The Everett-Seattle line segment began service in December of 2003 and currently operates with 4 round trips daily. All trains are in the peak direction operating on this 34-mile corridor. The line currently has a northern terminus at the new Everett multi-modal facility, a southern terminus at the downtown Seattle King Street Station and intermediate stations at Edmonds and Mukilteo, all of which
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Sounder Commuter Rail TACOMA TO LAKEWOOD OPERATIONS PLAN will have connecting bus service. There are no current plans for reverse commute service in this corridor as the service agreement and improvements underway to increase rail capacity did not allow for the extra required capacity in this already busy corridor. The current Edmonds and Mukilteo stations offer connecting service to the Washington State Ferry service available in those cities.
1.2.3 Tacoma-Lakewood The 8-mile Tacoma-Lakewood line segment is an extension of the Tacoma-Seattle service, with all trains operating through Tacoma to Lakewood. The two additional stations offer connections to local bus services, and express bus service to Lacey and Olympia. Sounder entered into an agreement with the Burlington Northern Santa Fe Railway (BNSF) in December of 2003 to purchase 18.25 miles of track from the BNSF, known as the Lakeview Subdivision. This now gives Sound Transit ownership of track through Dupont to the Nisqually valley (11.5 miles South of the Lakewood Station) providing an opportunity for future expansion when additional funding is identified. This corridor is also planned for WSDOT/Amtrak Cascades service in order to by-pass the existing Point Defiance route (See Figure 2).
Figure 1— Passenger Rail in Pierce County
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Figure 2— Sounder Commuter Rail Map
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1.3 Corridor Description
The Tacoma to Lakewood line starts at the Tacoma Rail Junction on the BNSF Tacoma to Seattle line at MP BNSF 38.2X=TR 0.7 and goes to the Sound Transit Tacoma Dome Station, at TR 2.1. This segment is known as the Reservation Connector. The Reservation Connector was constructed by Sound Transit and is owned by Tacoma Rail. From the Tacoma Dome Station (D Street) to the Lakeview Subdivision Line (at approximately M Street) Sound Transit will be constructing a new rail line (the D to M Street Connector.) Sound Transit purchased the Lakeview Subdivision Line (Tacoma Ave Overpass to Bridgeport) from BNSF. Sound Transit will upgrade the track and will operate Sounder Commuter Rail to the Lakewood Station.
2.0 System Administration 2.1 Major Agreements
2.1.1 BNSF The BNSF Railway has entered into an operating service agreement with Sound Transit in providing crews and dispatching for the system; an amendment to the Seattle to Tacoma agreement included dispatching and service on the Lakewood line, on which Sounder and Amtrak service is planned. Between Tacoma and Everett, BNSF provides exclusive maintenance of way services. The Purchase agreement between ST and BNSF provides for BNSF to retain a freight easement, including military trains on the Lakewood line; Sounder and Amtrak trains. Further south-line use and service agreements are expected to be signed in February 2010 (as part of the November 2008 voter approved ST2 package) authorizing four additional easement, these of a perpetual nature.
2.1.2 Amtrak The National Passenger Railroad Corporation, known as Amtrak, provides maintenance of equipment services for Sounder. Amtrak is responsible for daily inspections also, and is present for such with its subcontractor, Drummac, at the Sounder layover yards.
2.1.3 Tacoma Rail Sound Transit is entering into an Operations and Maintenance agreement with Tacoma Rail to provide a formal mechanism for Sounder to have use of a segment of the Tacoma Rail right of way. The subject track is a connector which Sounder uses in passing from the BNSF Reservation Junction to the Tacoma Dome Station, and will in the future link Sounder ROW past D Street to the Lakeview Subdivision.
2.1.4 WSDOT Amtrak assumed operation of all intercity rail passenger service in 1971, and has since operated both long distance trains and intercity (Seattle-Vancouver BC and Seattle- Portland) corridor trains. The State of Washington participates in funding the inter-city service, and the state’s long range plans envision as many as 13 daily round trips in the Seattle-Portland segment of the corridor. The current plan by WSDOT/Amtrak involves the use of the Sound Transit’s Lakewood corridor as a means to by-pass the Point
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Defiance route (see Figure 2). The state supports a portion of the annual train operating costs for the Amtrak corridor services. 2.1.5 BNSF Freight/Tacoma Rail Short-line Agreement Under this agreement BNSF contracted for Tacoma Rail to operate freight service. BNSF retained military service and they still serve Wilcox Farms (near Roy). 2.1.6 Union Pacific Union Pacific has trackage rights between Nisqually and MP 5.64 between Fort Lewis and Camp Murray. However, a change in military train operation might affect that situation if UP successfully negotiates additional trackage rights. Heretofore, BNSF has stated that they have no intention of relinquishing existing rights for military traffic to UP. UP currently has no scheduled regular operation on the line and has not for years. 2.1.7 Maintenance of Way Contractor Sound Transit will enter into an agreement with a yet unspecified contractor who will be responsible for maintenance of the Sound Transit owned right-of-way between D Street in Tacoma (where the Sounder service currently terminates on Tacoma Rail track) and Nisqually, southern end of Sound Transit owned right-of-way. This maintenance contractor will also function as the entity responsible for the railroad requirements under GCOR.
2.2 Industry Track Agreements See Section 4.4 below.
2.3 Regulations
Inspection of the available agreement documents indicates that BNSF agrees to follow all applicable state and federal regulations when operating Sound Transit trains. BNSF will comply with its drug and alcohol testing program and procedures and any statutes or regulations pertaining to drug and alcohol testing applicable to rail employees. The agreement further requires both parties comply with laws, codes, standards, and regulations. There is no indication that BNSF agrees to comply with any state or federal regulations on behalf of Sound Transit on Sound Transit’s railroad. The only relationship Tacoma Rail has to Sound Transit on Sound Transit’s railroad is as an assignee of BNSF. UP also has no contractual arrangement with Sound Transit but is rather included in BNSF’s retained freight rights. The agreement states that BNSF will be responsible for compliance with regulations for reporting required in conjunction with a hazardous material incident (49 CFR 171). The requirements for transportation of hazardous materials (49 CFR 174) are the responsibility of the carrier, which would be whichever freight railroad tenant is handling the cars.
2.3.1 Federal The federal regulations pertaining to railroad operations are largely found within title 49 of the Federal Code of Regulations, and between sections (transportation) 200 and 300. Appendix A at the end of this document provides an abstract of those regulations and how they pertain to Sounder Commuter Rail.
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The Federal Railroad Administration (FRA) is the regulatory agency to enforce the subject CFRs. Sound Transit will be considered a railroad by FRA, using the examples Southern California Regional Rail Authority (Metrolink) in California, Tri-County Commuter Rail Authority (Tri-Rail) in Florida and, North County Transportation District (Coaster). Each owns tracks over which others operate trains for them and other railroads provide train dispatching service. Sound Transit will need to assume these responsibilities, having agreements in place if necessary for performance of the requirements if they are to be performed by BNSF, Tacoma Rail or another party.
Track Class The BNSF track from Seattle to Tacoma is Class 2, 3, and 4. The Tacoma Rail track from Tacoma Rail Junction to Tacoma Dome Station is Class 2. The D to M Street Connector and the Lakeview Subdivision track will be upgraded by ST to Class 3.
Emergency Order 20 This order was issued Feb 21 1966 and has not been cancelled. Significant provisions require an operating rule that requires the locomotive engineer of a train delayed in a block either by stopping or reducing speed to ten mph or less be prepared to stop at the next signal. a crewmember in the operating cab to communicate to another crewmember as soon as it becomes visible the indication of any signal requiring the train to stop at the next signal or pass the next signal at restricted speed, an interim safety plan for passengers in the leading car of a train being pushed by the locomotive.
National Railroad Improvement Act of 2008 The U.S. Congress passed legislation in 2008 known as the Rail Safety Improvement Act requiring all railroads with passenger service to comply with a mandate for positive train control by the end of 2015. BNSF as the operator for Sounder service is well underway for the development of a system that meets this need on their railroad called Electronic Train Management System (ETMS). It is anticipated that as this system is being implemented by BNSF on their regional corridor, Sound Transit would be coordinating with them for a seamless and parallel implementation of ETMS on the Sound Transit owned corridor between Tacoma and Lakewood, then Nisqually, as required.
2.3.2 State Washington State also has authority over railroads within the state and regulations are found both within the Revised Code of Washington (RCW) and Washington Administrative Code (WAC). Appendix B below provides an abstract of their impacts to the Sounder system. The Washington Utilities and Transportation Commission (WUTC) is the state governing body to enforce compliance with state rail regulations.
3.0 Operating Requirements and Features
3.1 Rules - General Code of Operating Rules (GCOR)
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The General Code of Operating Rules (GCOR) is a set of operating rules for railroads in North America. The GCOR is used by every Class I railroad west of the Mississippi River, most of the Class II railroads and many Short-line railroads. The BNSF GCOR is attached herein as Appendix D.
The GCOR rules enhance railroad safety. The rules cover employee responsibilities, signaling equipment, procedures for safe train movement, dealing with accidents and other topics that directly and indirectly affect railroad safety. Sound Transit is in the process of being added to the list of signatories to the BNSF GCOR. An outline of the GCOR categories is as follows:
1. General Responsibilities 2. Railroad Radio Rules 3. Standard Time 4. Timetables 5. Signals and their use 6. Movement of Trains and Engines 7. See Appendix C for an outline of the GCOR categories. 8. Switching 9. Switches 10. Block System Rules 11. Rules Applicable to Centralized Traffic Control (CTC) 12. Rules Applicable in ACS and ATS Territory 13. Rules Applicable only in Automatic Train Stop (ATS) Territory 14. Rules Applicable in Automatic Cab Signal (ACS) Territory 15. Rules Applicable only within Track Warrant Control (TWC) Limits 16. Track Bulletin Rules 17. Rules Applicable only in Direct Traffic Control (DTC) Territory
Tacoma Rail, the Short-line operator for BNSF on the Lakewood corridor has adopted the BNSF CGOR.
3.2 General Orders
General Orders provide important operating information that is long-term temporary (more than thirty days) or is permanent and not yet included in an issue of the timetable or GCOR. The General Orders must be posted at locations where BNSF or Tacoma Rail crews operating on the line go on duty. These serve to identify who will be responsible for the orders, its use, and administration of the publication and use of the information.
3.3 Slow Order
Slow Orders will apply to any notice of a track defect or hazard condition. A procedure ensuring proper handling of temporary track conditions will be established to ensure that the information is conveyed to the trains in a prompt and appropriate manner. Maintenance of way contractors working for Sound Transit will be instructed to convey track conditions to the train dispatcher immediately.
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Also, a Sound Transit designated position will be established to handle 24x7 calls where the train dispatcher can report a defective or hazardous condition.
3.4 Timetables A railroad operating timetable is essential in defining the railroad for operating purposes and planning operation. The railroad operating timetable generally no longer carries the schedules of trains but should incorporate, either directly or by reference, a timetable containing all Sounder schedules. The timetable should show a leaving time (except at the final station an arriving time) for all stations on the line, not just the passenger stops. This information is a reference for freight train crews, maintenance of way forces, and train dispatchers and can be helpful in preventing delay to passenger trains, freight trains, and maintenance of way work.
The requirement for fulfilling the timetable responsibilities and requirements will be handled by one of the following options:
Contract with BNSF to include the Sound Transit owned line in the BNSF timetable. This arrangement would make BNSF responsible for the content of the timetable. It may be an inconvenient arrangement because of the processes associated with a very large organization.
Contract with Tacoma Rail to have the line included in the Tacoma Rail timetable. The administrative process associated with timetable content will be more convenient when a small organization is maintaining the required material for Sound Transit.
3.5 Daily Operating Plan The daily operating plan is created by the train dispatcher. The passenger train schedules are a confirmed reservation for track around which other activity is planned. The train dispatcher should be notified of freight traffic and maintenance of way activity in advance to allow integration of the traffic into a plan. To the extent possible, the train dispatcher should be furnished with an itinerary of (non- window) small maintenance of work and unusual freight operation during the evening of the previous day but no later than the beginning of a workday.
3.6 Definition of Route/Line Name The line extending between Tacoma Rail Junction (off the BNSF line, near Reservation Junction) and Nisqually Junction should be considered a single subdivision in the timetable to avoid the operating inconvenience of instructions for two separate subdivisions governing Sounder trains. Each route (railroad between two endpoints) must have a distinct name. If a railroad has only one route, none is necessary. The timetable specifies the name of the railroad and lists the stations. More complex railroads are divided into divisions and subdivisions or into districts. All special instructions, general orders, and track bulletins identify the track on which they are in effect subdivision/division name. 3.7 Mileposts The mileposts for this corridor are consistent with the Tacoma Rail Mountain Belt Line Division origin with Milepost 0 in their Fife yard. Milepost 0.7 is the beginning of the Tacoma Rail track Sounder operates on at the Tacoma Rail Junction and Milepost 2.1 and D Street, the south end of the Freight-
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house Square platform. From there, a single milepost sequence is consistent through the corridor, to Nisqually at Milepost (approx.) 21.5
3.8 Track Stations These stations are defined points that provide a reference to locations along the line. Station names o TR Jct. (MP 0.7) o Portland Avenue (Tacoma Rail connection at Bay Street, MP 1.08) o L Street (MP 1.37) o G Street (MP 1.98) o Tacoma (Tacoma Dome station, D Street, MP 2.10) o Hilltop (old MP 3.5) o South Tacoma (Spelled as shown, not S Tacoma) (old MP 5.9) o Hundred (old 100th Street) o Prairie Jct. (Current railroad name Lakeview, Prairie Line connection) (old MP 8.9=MP 0.0x) o Lakewood (old MP 0.3x) o Fort Lewis (old MP 7.8x) o Nisqually (old MP 11.5x=MP 24.4)
3.9 Speed Limits and Restrictions The timetable will contain the speed limits in effect and special speed restrictions. In general they are (MP references are not yet updated): o TR Jct. to MP --- (G Street Switch) P35 F10 o MP --- (G Street Switch) to MP 2.92 (top of hill) P35 F10 (freight operations not approved between East C Street and MP 2.92) o MP 2.92 (top of hill) to MP 9.9 P50 F40 o MP 9.9 to MP 0.3 (Bridgeport Way) P40 F40 o MP 0.3 to MP 11.54 P10 F10 o Speed limit through turnouts 10 mph except o TR Jct. 30 mph o G Street 25 mph
3.10 Directions of Orientation As is required for all rail lines, directions for orientation are provided, despite the true compass direction for any particular segment. The timetable directions of the BNSF lines connecting at Reservation and Nisqually are north and south and this Tacoma to Lakewood line has the same directions for consistency. Nisqually to Reservation is north and Reservation to Nisqually is south.
3.11 Operating Procedures for D to M Street on 2.85% Grade 3.11.1 Air Brake and Train Handling Rules GCOR Rule 1.14 specifies that train and engine crews are governed by the operating rules and timetable of the railroad on which they are operating and by the air brake/train handling rules of the railroad that employs them. BNSF Air Brake and Train Handling Rules contain all of the procedures needed for operation on the South Tacoma hill. BNSF and Tacoma Rail both have mountain grade in excess of 3% and appropriate rules to handle trains on such a grade.
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3.11.2 Special Instructions The Special Instructions cover unique local information such as speed limits and limits on equipment movement as well as GCOR modifications.
3.11.3 General Operations Operation on D to M Street Hill tested using both Train Performance Calculator software as well as an actual field test on Tacoma Rail’s Mountain Beltline 3.5% grade in order to ensure that the planned grade is practical for commuter train operation. The field test was successful and involved a single F59PHI locomotive pulling 750 trailing tons (the equivalent of 10 Bombardier Bi-level cars between full and crush loads) up the grade even under adverse (slippery track) conditions. Because of diminished braking capacity with fewer cars, it is recommended that the line carry no fewer than three cars in order ensure maximum required braking coming down the hill.
3.11.4 Special Procedures and Conditions
Operation on the 2.85% grade between D and M Streets in South Tacoma requires that no trains without operative dynamic brake must operate between D and M Streets in Tacoma. Special procedures and conditions identified in Section 3.11.5 require a running air brake test and restricting trains without operable dynamic brakes from the line.
Northward trains must make a running brake test to determine the brakes are operating properly and apply the expected retarding force before passing Hilltop.
GCOR 10.1 reads: If a signal governs movement over a hand-operated switch that is not electrically locked, the control operator must authorize the train to enter the main track or controlled siding before the switch is opened. After the switch is opened, if the signal does not display a proceed indication, a crew member must wait 5 minutes at the switch. After the 5 minute wait if the signal does not display a proceed indication, move the train at restricted speed and notify the control operator.
Although the chance is remote, it leaves the possibility of a collision. The five minute waiting time was established about fifty years ago for ABS and train order operation with no universal means of instant communication. Before such time, the train was required to send flagmen out a sufficient distance to stop an approaching train. The rule assumes that five minutes is a sufficient time for any approaching train that has passed a clear signal to arrive at the switch. In ABS, authority for movement is not conveyed by the signal indication. In conjunction with this, the delayed in block rule for ABS territory requires movement at restricted speed to the next signal.
Signal indications are the authority for train movement in CTC territory. The CTC rules assume the train dispatcher has complete direct control of all movements. With that in mind, the delayed in block requirement in CTC is movement prepared to stop at the next signal. Rule 9.17 requires the control operator (train dispatcher) to verify there are no conflicting movements before giving authority to enter the main track where no governing signal exists. Were there electric lock switches instead of signals on the industry tracks, this rule would apply. There are signals governing entry to the main track, so rule 10.1 applies.
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There is no requirement for the control operator (train dispatcher) to know that there are no conflicting movements before authorizing a movement to enter the main track at a hand throw switch over which movement is governed by a signal. Thus, the requirement of Rule 9.12.1 that the control operator (train dispatcher in this case) must know there is no conflicting movement between the signal being passed and the next controlled signal.
As currently worded, the combination of rules 9.9 B and 10.1 will allow a movement to pass a red signal and enter the main track into an approaching train that was delayed in the block and is now proceeding at a speed as high as maximum authorized speed depending upon the location of the next signal. Thus, the following modified rule 10.1 should be used in lieu:
GCOR 10.1 – If a signal governs movement over a hand-operated switch that is not electrically locked, the control operator must authorize the train to enter the main track or controlled siding before the switch is opened. After the switch is opened, if the signal does not display a proceed indication, Rule 9.12.1 applies unless the block to be entered is occupied by its own standing train.
Sound Transit may consider additional measures to improve reliability of operations on steep grade grades as follows: Design should minimize potential for wet leaves sticking on rails by selecting proper landscape plantings and maintaining the right-of-way. Although this seems to be an effective solution, the track between Pacific Highway and M Street is in the bottom of a wooded gulch. Trees which may have an effect may be located at some distance from the area under control of Sound Transit. The use of rail lubrication may be prohibited within 2 miles of the grade.
Intrusion detection for Pacific Avenue and South Tacoma Way may be utilized as a way to warn the engineer of a potential blockage of the crossing before entering the grade. Note: If used, it is recognized that the engineer must know sufficiently in advance of arrival at the crossing that the crossing is clear and a stop is not required. Regular track inspections will be conducted in the fall during periods of leaf drops. Trains other than Sound Transit commuter trains are prohibited between Hilltop and Tacoma except as directed by Sound Transit (Note: Amtrak/WSDOT trains authorization pending and under planning).
3.12 Centralized Traffic Control (CTC) System When construction is complete, D to M Street connector and the Lakeview Subdivision Line to the south end of the Lakewood Station will be under CTC. Operation south of the Lakewood station will be Yard Limits (no block signals). Occupancy Control System (OCS) (BNSF GCOR additional rule 18.0) should be used as traffic control between Nisqually and Lakewood Station. OCS is a traffic control system used in conjunction with Yard Limits. The use of OCS ensures that movements are coordinated and unexpected or avoidable delays resulting from trains and track maintenance using the track as desired are eliminated.
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Centralized Traffic Control or CTC, is an electronic system that enables the train dispatcher to authorize movement of trains on main tracks by signal indication. The signals associated with other methods of traffic control serve only as notification to the locomotive engineer of the condition of the track ahead (e.g. occupancy, switch position, some types of broken rail); the train must also have some separate form of authority (generally written) to occupy a main track. CTC signals serve both functions. If for some reason a movement cannot be authorized by signal indication (e.g. signal failure or other conditions will not allow it to change from stop or non-train movement such as maintenance of way), a specific procedure of verbal and written authority must be followed. The procedure includes locking signals in stop position to prevent signal authorization of trains into the area in which verbal or written authority has been granted.
When the speed limit is greater than twenty miles per hour, federal regulations require that any hand throw switches, such as those leading to industrial tracks, be electrically locked (a mechanism that will not allow the switch to be thrown if a train is approaching) or have a signal governs movement onto the main track. If a hand throw switch has neither protection, a timetable instruction must state that trains or engines must not clear the main track using that switch. Either one or more cars must be left on the main track or the switch must be left lined for the industry track and attended any time the engine is in the industry track. All of the industrial tracks on the Lakewood line between Tacoma and Lakewood are equipped with signals to govern movement to the main track except the short industry track at MP [7.76].
3.13 Dispatching BNSF is the dispatcher of equipment on this corridor, which is controlled by BNSF in Fort Worth, Texas. In general, Sounder trains have priority over freight trains (Joint Use Agreement Article II Section 2.1.A.3). Performance is guaranteed by incentive payments per Appendix A if the First Amendment to the Commuter Rail Service Agreement between ST and BNSF. BNSF train dispatchers are governed by BNSF Train Dispatcher’s/Operator’s Manual.
3.14 Radio Frequencies The Federal Communications Commission has assigned 99 FM radio frequencies (channels) to Association of American Railroads, which assigns them to railroads in a manner that prevents overlapping use of the same channel. Since the BNSF dispatcher will handle the territory, the radio channel used for dispatcher communication should be a BNSF channel. Sound Transit and Tacoma Rail trains already use BNSF radio channels when operating on BNSF, so equipment installation will pose no problem. The channel for use on this line will be determined by BNSF so there is no problem of overlapping communication with BNSF operation. The use of one or more other channels may be authorized by BNSF and/or TR for communication between trains or other purposes. These radio channels and their assigned use must be published in the timetable. Agreements must be in place with BNSF and/or TR for the use of the radio channels.
The train dispatcher radio uses a DTMF (Dual Tone Multi-frequency – Touch Tone) call-in system. The call in tones and locations of transmitters must be published in the timetable. In addition, the dial telephone number of the train dispatcher should be published.
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4.0 System Features
4.1 Passenger Stations 4.1.1 Tacoma Dome Station This station located at 424 East 25th Street in Tacoma, was completed in 2003 allowing passengers access Sounder Commuter Rail on the south side of Freight-house Square within one block of the Tacoma Dome Station parking garage (with over 2,400 parking spaces). The project includes a single- side platform with passenger amenities, a working alley between the platform and Freight-house Square building and a 2000 square foot passenger concourse through Freight-house Square.
4.1.2 South Tacoma Station This station is located between South 56th and South 60th Streets in South Tacoma. This has been constructed and is ready to be activated for Sounder service when available. The South Tacoma Station will provide service to South Tacoma and University Place residents to destinations along the Sounder Commuter Rail corridor and intercept those customers currently traveling north to the Tacoma Dome Station. The project includes a single-side platform with passenger amenities, surface parking for approximately 215 vehicles and a passenger drop-off zone.
4.1.3 Lakewood Station Lakewood Station has been constructed and is currently service customers with bus to the Tacoma Dome Sounder station. The station provides a 600 foot-long single-side platform for commuter rail, bus transit facilities for regional and local service, passenger shelters, and parking for approximately 620 vehicles in a structured garage. The station is located on Pacific Highway South, approximately ½ mile north of Bridgeport Way and approximately one mile south of the I-5/SR 512 interchange. In coordination with this project, the City of Lakewood has constructed street improvements on Pacific Highway SW and 47th Avenue SW, including installation of three traffic signals serving the station.
4.1.4 Lakewood Layover Yard This permanent layover yard in Lakewood is to be located adjacent to existing freight tracks between Steilacoom Blvd. SW and 100th Street SW in Lakewood, WA. Until that layover yard is complete, Sounder will continue to use the temporary “L” Street Yard located at 1202 East 25th Street in Tacoma. This facility with the station track currently has capacity for twenty-seven cars and four locomotives and includes a maintenance crew trailer for use by Amtrak and subcontractors on site. Planning is underway to expand this yard further to accommodate additional equipment originally not expected to require layover there, but now expected as a result of delays in the service and connection to Lakewood. 4.2 Equipment Features 4.2.1 Rolling Stock on Hand
January 2010 Qty Description 11 F59PHI Locomotives 18 Bi-level Cab Cars 40 Bi-level Coach (Trailer) Cars
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4.2.2 Rolling Stock Types Owned
Qty Type/Model Unit Numbers 11 Locomotives / F59PHI 901-911 11 Cab Cars / Bi-level Pre Tier I 101-111 7 Cab Cars / Bi-level Tier I 301-307 30 Coach Cars / Bi-level Pre Tier I 201-218, 227-228, 231-240* 10 Coach Cars / Bi-level Tier I 401-410 69 Total *Numbers out of sequence from lease/sale to Caltrain
4.2.3 Yard Servicing At the service facilities yard (Seattle, daytime), locomotives are fueled according to a pre-determined schedule, and sanded as required. Cleaning is performed daily, and running repairs are performed as needed; when required, equipment that must be pulled from the pool of equipment in service will be replaced by spares or ready reserve. Running repairs include the removal and replacement of items such as injectors, starting and fuel pump motors, control cards and contactors, certain cab control devices, and some truck components. 4.2.4 Layover Servicing Turnaround servicing performed at the Tacoma L Yard and at the Everett Layover yard includes inspection of locomotives and cab cars (49 CFR 229 & 238), testing and inspection of air brake systems, electrical and mechanical inspections, running repairs, cleaning of cars, passenger information distribution, visual inspection including testing of Public Address system, stocking of crew supplies, removing litter, regulation of HVAC. 4.2.5 Inspections Daily inspections of locomotives and cab cars compliance with wheel dimension standards are performed at the overnight layover facilities.
4.3 Railroad Highway Crossing 4.3.1 On D to M Street Tracks Existing D Street DOT #396639A MP1.75 Tacoma Rail C Street DOT #396640U MP1.77 Tacoma Rail
New Crossings (Not yet constructed) A Street (pedestrian crossing only) TBD Pacific Avenue (Grade Separated Overpass) TBD South ‘C’ Street TBD
4.3.2 Existing on the M Street to Bridgeport Way Tracks Tacoma Ave Overpass (City of Tacoma) DOT #085368M MP2.15 Lakeview Subdivision Yakima Ave Overpass (City of Tacoma) DOT #085369U MP2.30 Lakeview Subdivision M Street Overpass (City of Tacoma) DOT #085371V MP2.71 Lakeview Subdivision Chandler Street DOT #085372C MP2.96 Lakeview Subdivision Alaska Street DOT #085373J MP3.06 Lakeview Subdivision
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Wilkeson Street DOT #085374R MP3.11 Lakeview Subdivision Pine Street DOT #085382H MP3.82 Lakeview Subdivision S. 35th Street DOT #085385D MP4.15 Lakeview Subdivision Union Ave Overpass (City of Tacoma) DOT #085389F MP4.45 Lakeview Subdivision SR 16 DOT#085379A MP4.47 Lakeview Subdivision S. 50th Street DOT #085391G MP5.47 Lakeview Subdivision S. 56th Street DOT #085392N MP5.81 Lakeview Subdivision S. 58th Street DOT #085393V MP5.94 Lakeview Subdivision S. 60th Street DOT #085394C MP6.04 Lakeview Subdivision S. 66th Street Underpass(City of Tacoma) DOT #085395J MP6.42 Lakeview Subdivision S. 74th Street DOT #085396R MP6.91 Lakeview Subdivision Steilacoom Blvd. SW DOT #085400D MP7.89 Lakeview Subdivision 100th Street SW DOT #085402S MP8.59 Lakeview Subdivision 108th Street SW DOT #085404F MP9.09 Lakeview Subdivision
4.3.3 Existing on the Bridgeport Way to Nisqually Tracks Bridgeport Way DOT #085821P MP0.65 Lakeview Spur Clover Cr Dr. SW DOT #085822W MP1.16 Lakeview Spur Ingleside Dr. (old name, actually is where Pacific Highway crosses over tracks prior to ending at Gravelly Lake SW) DOT #085823D MP1.84 Lakeview Spur Gravelly Lake SW DOT #085824K MP1.99 Lakeview Spur N. Thorn Ln. DOT #085828M MP3.04 Lakeview Spur Berkeley St. DOT #085829U MP3.95 Lakeview Spur 41st - Division Rd. DOT #085830N MP5.72 Lakeview Spur Pendelton Ave Underpass DOT #085835X MP7.22 Lakeview Spur Dupont Rd. DOT #085836E MP7.59 Lakeview Spur US I-5 Overpass DOT #085837L MP8.41 Lakeview Spur Off Ramp/Center Dr. Overpass DOT #910206M MP8.44 Lakeview Spur Center Dr. Overpass DOT #910207U MP8.61 Lakeview Spur On Ramp/Center Dr. Overpass DOT #910208B MP8.78 Lakeview Spur Mounts Rd. Overpass DOT #085838T MP9.87 Lakeview Spur I-5 Underpass DOT #085839A MP10.15 Lakeview Spur I-5 Overpass DOT #085840U MP10.23 Lakeview Spur Overpass DOT #085763W MP11.29 Lakeview Spur
4.4 Industry Tracks (with Agreements) The following list reflects industry track agreements executed on the subject rail line: ELHull, Hull Hardwood Floor Company, NP17322, Lakeview Truck Rail Handling, Inc.TL95-21172ID-02, 1250 ft Truck Rail Handling, Inc. TL95-21173ID-03, 950 ft. City of Tacoma, Dept. of Public Utilities, Light Division, NP13700, near Union Ave. Tacoma Drywall Supply, NP 18793, south of 100th St. City of Tacoma, Dept. of Public Utilities, Light Division, NP 18520, near Union Ave. Newport, Inc., NP 18427, Lakeview, Pacific Highway National Oil Company, NP 17816, Gallagher (Sound Mattress), NP 17659, south of Cedar St. Stacy Plumbing and State Distributing Company, NP15879, west of Alaska St. Navigation Company (Union Pacific), NP3008 Everock Products, NP11650, Ainsworth to Sawyer Jensen Fuel, NP11801, Stedman PL, to 62nd to 64th
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Franklin Food Stores, NP11963, North of 52nd to 54th. Fisher (Fuller) (takes over Westwood Furniture agreement), NP13909, Lawrence St. and 35th intersection to the north. Parker Paint, NP13231, north of Junett St. to south of Junett St. Scofield, NP13939, Start at Lake St. Baker (Sears), NP14322, east side of Cushman Ave. Holroyd/Miller, NP14325, Gallagher/Sound Mattress & Felt Company, NP15108, east side, Hosmer to so. of Sprague American Biscuit & Cracker Co./Weston Biscuit Co., NP14405 (deleted 12/16/54), Lakeview Monarch Door & Manu. Co.(West Coast Door), NP11636, east of Cedar St. Olympic Calpet Refining Co., NP5999, Pine St. to Oak St. Tam Engineering Co., NP14178, west of Lawrence St. to east of Lawrence St. Nalley’s Incorp., NP11784, South of 35th St. to North of 35th St. (parallel to Lawrence St.) Nalley’s Fine Foods, BN21867, Line Seg 0608, south of 35th to north of 35th Weyerhaeuser, BN14407, Ft. Lewis Interstate Brands, BNSF17967 Bain/Graf/Wemmer, BGW&B, BNSF24004, 60th towards 58th Northwest Steel & Pipe, Inc., BN27387 Roman Meal Co., BN28767
4.5 Spur Lines MP3.08 Ply-Trim MP3.4 Atlas Foundry MP4.33 NW Pipe MP4.44 Nalley Foods MP5.25 South Tacoma Siding MP5.29 XCel Feed MP7.63 Wonder Bread
4.6 Train Speeds Procedure for notification of increase of train speeds along the existing rail lines. Existing line should be preempted from local jurisdictions. City of Tacoma (Class 1 City, Notification goes to City)
City of Lakewood (Notification goes to the WUTC w/copy to Lakewood)
4.7 Maintenance Maintenance of track and signals on the subject right-of-way will be performed by firms contracting with Sound Transit. Separate contracts will be awarded for the maintenance/inspection of tracks and the signal/switches. An Inspection and Maintenance Manual has been developed which provides the associated rules applicable as well as procedures and contact information.
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5.0 Service Features 5.1 Train Operations 5.1.1 Running Times Running times will be fixed after the alignment and grade are determined. A Sample schedule of running times for a 6 car Sounder train with one unit were developed using Train Performance Calculator software and the infrastructure in the 30% engineering design.
Figure 3— Sounder Sample Train Running Times Southward Station Northward Freight Sounder Sounder Freight TR Jct. 2:20 0:47 0:47 2:20 Bay Jct. 1:56 0:39 0:39 1:56 L Street 4:25 1:29 1:13 4:25 Tacoma 3:29 2:45 Hilltop 5:47 3:42 3:43 5:47 South Tacoma 4:11 2:44 2:17 4:11 Steilacoom Blvd. 1:22 0:40 0:42 1:22 100th Street 0:47 0:24 0:31 0:47 Prairie Jct. 1:32 1:38 1:15 1:32 Lakewood 46:08 (15:23) 46:08 (8:36) 46:08 (9:00) 46:08 (15:23) DuPont 23:20 23:20 23:20 23:20 Nisqually Running time in minutes:seconds
The Lakewood – DuPont running times in parentheses () assume that the track is improved for sixty mph operation and is shown as an aid to planning extension of the service to DuPont. Freight train speed is dependent upon the ratio of horsepower to tonnage and train length. A calculated running time must be constructed using a specific freight train formation or a “typical’ freight train. The freight train formations on this line may vary but will generally not be of such size that they will cause performance deterioration. Typical trains may also stop at one or more places for local work along the line. Between Hilltop and Lakewood, freight train speeds shown assume an average of 30 mph (including the times in parentheses between Lakewood and DuPont), which would be typical for the type of freight trains on the line.
5.1.2 Meeting Trains at the Lakewood Storage Track The operating plan is dependent upon the service plan. The current service plan does not contain any scheduled meets between Tacoma and Lakewood. A service plan that requires scheduled meets at Lakewood are not advisable because there are no alternatives for recovery and gates across the track may be closed and locked if equipment is being stored. Retaining one track in Lakewood as a siding can be used for additional meeting and passing points for freight traffic, adding to the general reliability
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of operation. When the security fence is removed, power switches will be essential for regular use as a siding. 5.1.3 Tacoma Rail Freight service is currently planned for the hours outside of the morning and evening commuter periods, generally between 20:00 and 05:00 and between 08:30 and 15:30. There is one Sounder train operating during the daytime period of freight operation. It is also possible that a freight movement may not be complete when a passenger operation period begins. The signal system is set up to accommodate these situations. In Exhibit 3, the red lines preceding each train are approximately the time that the line must be clear to avoid delaying the train (approximately seven minutes in advance). As implementation is finalized, a blocking time diagram may be made to show the available time in more detail. Train Dispatchers must inform freight train crews (and maintenance of way personnel) of the time that they must be clear if necessary and freight train crews must be diligent about clearing as prescribed. Generally, long delays of freight trains for passenger trains occur when there is insufficient infrastructure or when freight train crews are habitually late in clearing the track and are no longer given all available time.
5.1.4 BNSF/Military The same principle of clearing applies to the military trains operated by BNSF between Mobase on the Yelm line and Nisqually. A military train will occupy the main track between South Tacoma and Lakewood for about twenty-five minutes depending upon the length of the train. The military train must pull the entire train past the junction switch then reverse direction. Thus, the military train will extend south of the junction at least one train length (depending upon the length of the train, which on occasion may exceed 6,500 feet). Movement in either direction on the Yelm line and in the shoving movement on the main track north of the junction must be made at no more than twenty mph (GCOR 6.5.1 movement when cars are ahead of the locomotive and 6.28 movement on other than a main track). There is generally insufficient time between the morning and evening commuter period trains to operate a military train of substantial length, but there is sufficient flexibility in military train movement requirements to allow operation that does not conflict with Sounder trains. As with the Tacoma Rail freight operation, if time is limited, the Train Dispatcher must notify the crew of the time available and the crew must be diligent about clearing on time.
5.1.5 Sounder Train Schedules
Train schedules for Sounder service are reviewed 3 times annually for updates that are synchronized with the partnering bus transit agencies, Amtrak/WSDOT (Cascades service) and WSDOT ferries. Other than multi-modal coordination, the main objective in any planning include optimization of peak ridership demand, while giving due consideration for freight traffic and crew hours. Running times will also be fine tuned regularly incorporating to track infrastructure improvements, train speeds allowed and train loads (based on consist length and average payload).
5.1.6 Operational Diagrams The following is a list of Exhibits within Appendix C that contain illustrations associated with various traffic and speed scenarios on the subject corridor.
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Exhibit 1 – Traffic diagram of Sounder, Amtrak Intercity, and Amtrak Cascades trains between Seattle and Tacoma using the current full schedule example of Sounder trains and Timetable A from the WSDOT long range plan. Exhibit 2 – Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood using the current full schedule example of Sounder trains. Exhibit 3 - Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood using the current full schedule example of Sounder trains, showing the approximate blocking time (time in advance of a train that the line must be clear to avoid delay). Exhibit 4 – Distance-Speed graph of 6 car, 7 car, and 8 car Sounder trains on the planned grade between Tacoma and Hilltop. Exhibit 5 – Sight distance and stopping distance for a southward train approaching the signal at Hilltop.
5.2 Daily Service Schedule (Sample) Table 1 Sounder Commuter Rail: Sample 2012 Schedule Everett to Lakewood Southbound
(train) mi. 1501 1503 1701 1703 1705 1707 1505 1507 1509 1511 1513 1515 1517 Everett 34.2 5:45 6:15 6:45 7:15 Mukilteo 28.5 5:56 6:26 6:56 7:26 Edmonds 17.6 6:11 6:41 7:11 7:44 Seattle 0.0 6:44 7:14 7:44 8:14 Seattle 0.0 6:10 6:50 13:55 15:25 16:20 16:45 17:10 17:40 18:20 Tukwila 10.7 6:22 7:02 14:10 15:40 16:35 17:00 17:25 17:55 18:35 Kent 16.1 6:29 7:09 14:17 15:47 16:42 17:07 17:32 18:02 18:42 Auburn 21.5 6:36 7:16 14:24 15:54 16:49 17:14 17:39 18:09 18:49 Sumner 29.0 6:45 7:25 14:33 16:03 16:58 17:23 17:48 18:18 18:58 Puyallup 31.9 6:49 7:29 14:38 16:08 17:03 17:28 17:53 18:23 19:03 Tacoma 39.4 7:08 7:48 14:50 16:20 17:15 17:40 18:05 18:35 19:15 So. Tacoma 44.4 7:17 7:57 14:59 16:29 17:24 17:49 18:14 18:44 19:24 Lakewood 47.6 7:23 8:03 15:05 16:35 17:30 17:55 19:20 18:50 19:30
Northbound
(train) mi. 1500 1502 1504 1506 1508 1510 1700 1702 1704 1706 1512 1514 1516 Lakewood 47.6 5:05 5:40 6:10 6:35 7:05 10:40 15:20 15:55 16:50 So. Tacoma 44.4 5:09 5:44 6:14 6:39 7:09 10:44 15:24 15:59 16:54 Tacoma 39.4 5:18 5:53 6:23 6:48 7:18 10:53 15:33 16:08 17:03 Puyallup 31.9 5:30 6:05 6:35 7:00 7:30 11:05 15:45 16:20 17:15 Sumner 29.0 5:35 6:10 6:40 7:05 7:35 11:10 15:50 16:25 17:20 Auburn 21.5 5:44 6:19 6:49 7:14 7:44 10:19 15:59 16:34 17:29 Kent 16.1 5:51 6:26 6:56 7:21 7:51 11:26 16:06 16:41 17:36 Tukwila 10.8 5:58 6:33 7:03 7:28 7:58 11:33 16:13 16:48 17:43 Seattle 0.0 6:15 6:50 7:20 7:45 8:15 11:50 16:30 17:05 18:00 Seattle 0.0 16:05 16:33 17:05 17:35 Edmonds 17.6 16:32 17:00 17:32 18:02 Mukilteo 28.5 16:47 17:15 17:47 18:17 Everett 34.0 17:04 17:32 18:04 18:34
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5.3 Event Service (Seahawks Football Event on Sunday Afternoon)
Sounder Event Service Schedule: 2012 SAMPLE Afternoon Seahawks Football - Qwest Field 5 Round Trips - 3 from Tacoma, 2 from Everett Southbound Train min.Δ mi. 1801 1803 1601 1603 1605 Everett 34.2 11:00 11:20 Edmonds 0:15 17.6 11:25 11:45 Seattle 0:30 0 11:58 12:18
Seattle 0 16:25 16:35 16:55 Tukwila 0:16 10.8 16:41 16:51 17:11 Kent 0:07 16.1 16:48 16:58 17:18 Auburn 0:07 21.5 16:55 17:05 17:25 Sumner 0:09 29 17:04 17:14 17:34 Puyallup 0:04 31.9 17:08 17:18 17:38 Tacoma 0:17 39.4 17:25 17:35 17:55 So. Tacoma* 0:09 44.4 17:34 17:44 18:04 Lakewood* 0:04 47.6 17:38 17:48 18:08 44.4 Lakewood 47.6
Northbound Train min.Δ mi. 1600 1602 1604 1800 1802 Lakewood* 47.6 10:32 - 10:52 So. Tacoma* 0:04 44.4 10:36 - 10:56 Tacoma 0:09 39.4 10:45 - 11:05 Puyallup 0:12 31.9 10:57 - 11:17 Sumner 0:05 29 - 11:05 11:22 Auburn 0:08 21.5 - 11:13 11:30 Kent 0:07 16.1 - 11:20 11:37 Tukwila 0:07 10.8 - 11:27 11:44 Seattle 0:21 0 11:38 11:50 12:07 0:02 Seattle 0 16:30 16:45 Edmonds 0:28 17.6 16:58 17:13 Everett 0:15 34.3 17:28 17:43 Notes: Game start times are scheduled for 1:05 or 1:15 pm. Assumes game ends approximately 3'15" after start time. Southline trains depart KSS 10, 20 and 40 minutes after game ends; noth-line trains depart 15 and 30 minutes after.
5.4 Fares Sounder Commuter Rail fares are distance-based, associated with the total miles traveled. The price of a ticket starts with a base fare of $2.55. A per-mile charge of 5.5 cents is added to the base fare. Fares are rounded to the quarter to determine the final cost of the trip. Recently a Smart Card system has been implemented for regional transit modes, called ORCA (One Regional Card for All) which is becoming a popular means of purchasing fares with its convenience for re-loading value at ticket vending machines. Figure 6 below shows the concept of the fare structure, which will be enhanced at a later date with specifics for the South Tacoma and Lakewood Stations.
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Figure 4— Sounder Distanced Based Fare Structure Base Fare: $2.55 Cost per mile: 5.5 cents Edmonds Seattle Everett Adult $3.50 $4.50 Youth $2.50 $3.25 Sr/Disabled* $1.75 $2.25 Edmonds Adult $3.50 Youth $2.50 Sr/Disabled* $1.75 Tukwila Kent Auburn Sumner Puyallup Tacoma Seattle Adult $3.25 $3.50 $3.75 $4.25 $4.25 $4.75 Youth $2.25 $2.50 $2.75 $3.00 $3.00 $3.50 Sr/Disabled* $1.50 $1.75 $1.75 $2.00 $2.00 $2.25 Tukwila Adult $2.75 $3.25 $3.50 $3.75 $4.00 Youth $2.00 $2.25 $2.50 $2.75 $3.00 Sr/Disabled* $1.25 $1.50 $1.75 $1.75 $2.00 Kent Adult $2.75 $3.25 $3.50 $3.75 Youth $2.00 $2.25 $2.50 $2.75 Sr/Disabled* $1.25 $1.50 $1.75 $1.75 Auburn Adult $3.00 $3.00 $3.50 Youth $2.25 $2.25 $2.50 Sr/Disabled* $1.50 $1.50 $1.75 Sumner Adult $2.75 $3.00 Youth $2.00 $2.25 Sr/Disabled* $1.25 $1.50 Puyallup Adult $3.00 Youth $2.25 Sr/Disabled* $1.50 *Requires a Regional Reduced Fare Permit. Medicare card holders are eligible for a permit.
5.5 Service Changes
Sounder Service is planned using the Transportation Services Department “Service Implementation Plan” (SIP) process. This SIP describes service additions and revisions proposed for the upcoming budget year that require Sound Transit Board approval, typically obtained in the late autumn. The plan uses key planning tools the latest ridership forecast and the associated transit services in order to provide smooth connectivity for passengers relying on various transit modes.
5.6 Safety Planning The Agency’s Safety and Security Department has overall responsibility for the Sounder Safety program. Sounder has adopted a System Safety Program Plan, developed in collaboration with BNSF and Amtrak, which is in accordance with the American Public Transit Association (APTA), and
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Federal Rail Administration (FRA) guidelines for system safety plans. The System Safety Policy provides that safety principles be applied to all Sounder programs through the system and facility life cycles. Program managers and support staff will apply the principles in all acquisitions, construction projects and system maintenance programs emphasizing identification, evaluation, and elimination/control of hazards, with appropriate resources and includes requirements for contractors. The following items are major features of the current Safety program, within the context of Sounder Commuter Rail Operations: The APTA Safety Peer Review Audit is the basis of a corrective action plan that is the source of much of the proactive activities within the department and the plan is tracked for status and progress for completion of items determined to be prudent safety practices. The Join Rail Safety Committee (JRSC) meets monthly and consists of members from both the Sounder Operations and Safety Divisions of Sound Transit, as well as representatives from BNSF, Amtrak and Tacoma Rail. Operation Lifesaver is a national program for public awareness of rail safety, and has been the tool by which Sounder remains active in reaching the surrounding communities (especially youth) of the commuter corridor. Some administration comes from the state WUTC (Washington Utilities and Transportation Commission) in cooperation with the BNSF Railway. Members of the agency staff are trained and commit to a number of outreach presentations per year. Equipment and Facilities are regulated by the Federal Railroad Administration and require compliance with a host of regulations, the checking, testing and compliance for is reviewed on regular reporting schedule. Emergency Drills are conducted at least twice annually with local jurisdictional emergency responders, such as police and fire departments. These training sessions provide opportunity to be prepared for any number of potential crisis situations and also are means of establishing contacts practicing communications protocols. Customer Awareness of safety is promulgated through safety announcements on the train, periodical literature with safety tips and notes and signage both on the platforms (i.e. warnings near tracks) and vehicles (i.e. instructions of emergency exiting).
Safety Action Item Request (SAIR) forms are available and filled out upon discovery of safety related concerns. Though urgent matters are handled on the spot, this mechanism provides a prioritization and tracking of progress for resolution of items deemed of a safety concern. The master list is reviewed at the monthly JRSC meetings.
5.7 Security Program
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The agency’s Safety and Security Department has overall responsibility for the Sounder Security program, and has worked with Sounder to adopt a System Security Program Plan in accordance with APTA and Federal Transit Administration Guidelines. Also, as part of the overall plan:
Security Officers (employed by Securitas Security) maintain a daily presence at key stations, as well as at all terminal facilities where trainsets will be laying over for the night (or week-end) to enhance the watch over all rolling stock, including end of trip “sweeps” for security protection;
A Closed Circuit Television System (CCTV) has been implemented at most stations and provides increased surveillance of Sounder assets and protection of customers.
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Emergency Contact Information An Emergency Contacts Phone List is updated frequently and is used for various service interruption and emergency scenarios. Appendix D has a current version of the associated contact information for key individuals both within the agency as well as among our transit partners and contractors.
6.0 Appendices 6.1 Appendix A - Abstract of Applicable Federal Regulations (Title 49 CFR)
207 Railroad Police Officers Sound Transit (or its designee, typical) may employ railroad police officers who would have the duties and responsibilities of a peace officer. 209 Railroad Safety Enforcement Procedures This describes fines and penalties, disqualification of employees, required remedial action and reporting after a violation. 210 Railroad Noise Emission Compliance Regulations Basically a synopsis of and reference to the railroad noise standards in 40 CFR 201, Sounder equipment is certified compliant and the only provision that might apply would be coupling or flange noise complaints arising from operation. 211 Rules of Practice Rulemaking and waiver procedures that may be of interest to Sound Transit at some time but are not at present, instructions for application for removal or modification of a signal system, special approval for exceptions, and policy on shared right of way with light rail lines. 212 State Safety Participation Programs This describes a program allowing state safety inspectors to work in conjunction with and/or in lieu of federal safety inspectors. The Washington Utilities and Transportation Commission is a participant in this program, effectively making WUTC inspectors federal inspectors. 213 Track Inspection and Safety Standards Track owner is responsible for compliance with the track safety standards. If a track owner assigns responsibility for the track to another party, FRA regional office must be notified 30 days in advance. The text is not clear about the meaning of transfer of responsibility. It says by lease or otherwise, but does not indicate whether responsibility can be transferred to a maintenance contractor. Track owner must designate qualified persons to supervise restorations and renewals of track under traffic and inspect track for defects. Track owner must maintain written records available to FRA of each designation in effect, the basis for each designation, and track inspections. The organization responsible for railroad bridges should keep design, maintenance, and repair records for each bridge readily accessible. Organization acquiring railroad bridges should acquire original or usable copies of all bridge records and drawings and protect or maintain knowledge of the location of the original records.
Periodic bridge inspections, at least annually, by competent inspectors are necessary.
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214 Roadway Worker Protection/Railroad Workplace Safety There are three general sections: Bridge Worker Safety Standards, Roadway Worker Protection, and On- Track Roadway Maintenance Machines and Hi-Rail Vehicles. The regulation assigns responsibility broadly to any entity including railroads, managers, officials, and contractors) who violates part of the regulation or causes it to be violated. The bridge worker section lists detailed safety requirements for work on bridges including equipment that must be provided by the railroad or contractor.
The roadway worker protection section specifically requires the railroad to adopt and implement an on-track safety program, in Sound Transit’s case, to be effective with the date operations commence. It must be submitted to FRA for review 30 days before the effective date. It requires that the rules and operating procedures be maintained in a manual readily available to roadway workers.
The regulation lists individual responsibilities and responsibilities of employers, which are entities that directly employ roadway workers, viz. Sound Transit’s track and signal contractors, but also requirements of the train dispatcher. The regulation does not specifically address contract train dispatching but the broad assignment of responsibility in this part appears to make Sound Transit among the responsible parties for violations. 216 Special notice and emergency order procedures This part contains the procedure for notifying a railroad that locomotives, passenger cars, or track are unsafe and must be removed from service or that track class has changed because of condition and must have the speed restricted accordingly and procedure for the railroad to notify FRA that the condition has been corrected. 217 Railroad operating rules 49 CFR 217 addresses the responsibilities of “each Class I railroad, Class II railroad, the National Railroad Passenger Corporation, and each railroad providing commuter service in a metropolitan or suburban area….” It has the following requirements:
1. File a copy of the operating rules, timetables, and timetable special instructions with the administrator of FRA before operation commences.
2. File each new amendment of the operating rules, each new timetable, and each new timetable special instruction with the administrator of FRA within 30 days of its effective date
3. Conduct a written program of operational tests, inspections, and operating rules instruction. The written record of the programs must be maintained at the railroad’s headquarters and made available of FRA for inspection. The railroad must maintain a record of each test made in compliance with the program, each maintained for a calendar year.
BNSF and Tacoma Rail will conduct the program of operational tests, inspections, and operating rules.
Sound Transit is responsible to ensure that employees of other carriers comply with the rules while operating on Sound Transit’s railroad. Sound Transit is also responsible for rules instruction and rules compliance of maintenance of way contractors working on Sound Transit property. Compliance may be in the form of an agreement with BNSF and/or Tacoma Rail for testing and inspection by their operating officers on Sound Transit property or by a Sound Transit operating officer. Testing and instruction of contractors working on Sound Transit property may be handled in the same manner.
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218 Railroad operating practices Rules for Blue Signal Protection of Workers, Protection of Trains and Locomotives, and Prohibition Against Tampering With Safety Devices apply to Sound Transit operation. The requirements of filing, testing, and instruction for part 217 (Operating Rules) apply. 219 Control of Alcohol and Drug Use Post accident toxicological testing and testing for cause are required for a specified range of events, for which a prescribed procedure must be followed. The railroad must provide prompt telephonic report of events for which specimens were obtained. The regulation does not specifically require a written procedure or plan, but the requirements are complex and justify a written procedure or plan to ensure that no part of the requirements are overlooked or handled incorrectly.
The railroad is required to adopt, publish, and implement a voluntary referral policy and a co-worker report policy or alternate drug and alcohol abuse prevention policies.
The railroad may have a pre-employment testing policy. It is not required, but prescribed procedures and records are required if there is such a policy.
The railroad must submit to FRA for approval a random drug testing program that fulfills the requirements of the regulation.
A railroad that has 400,000 or more employee hours per year of all employees regardless of occupation must file an annual report of the drug and alcohol misuse prevention program.
The railroad must maintain drug and alcohol misuse prevention program records in a secure location with controlled access as prescribed in the regulation.
A contractor that performs covered service for the railroad has equal responsibility for the requirements of the regulation and the contractor’s responsibility may be fulfilled itself or by the railroad treating covered employees as if they were the railroad’s employees. The responsibility for compliance must be clearly spelled out in the contract between the railroad and the contractor or the responsibility is assumed to be equal. 220 Railroad communication Trains and roadway workers must have a working radio.
The operating rules must conform to the requirements of part 220 and the submission, instruction and testing for operating rules also specifically applies to the radio rules.
Railroad radio is regulated by the Federal Communications Commission in title 47 of the CFR. The most important regulations for railroad operation are also contained in 49 CFR 220. Two important elements of Title 47 are that the station license for each fixed (base) radio station be displayed at the radio station and that repairs or adjustments may only be made by an appropriately licensed radio operator.
Radio frequencies may be used only as assigned by FCC. A series of radio frequencies (channels) are assigned to railroad use. Association of American Railroads is the official agent of FCC for the allocation of the radio frequencies. Sound Transit must have one or more assigned radio frequencies for operation, which must be published in the timetable along with the location of all fixed radio stations.
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Sound Transit may make an agreement with BNSF for the use of one or more BNSF frequencies on the lines owned by Sound Transit. AAR must be notified in writing of such an agreement. BNSF may decide that it does not desire to allow Sound Transit to use any of its frequencies on track owned by Sound Transit. In that case, Sound Transit must apply to AAR for allocation of one or more frequencies as needed. BNSF may then require Sound Transit to compensate them for modifications to the train dispatcher’s radio equipment to accommodate the additional frequency.
If it is necessary for Sound Transit to construct a fixed radio station on its line (generally because there are areas that do not have coverage from existing BNSF radio stations), Sound Transit will need to apply for and receive a license for the radio station. 222 Use of Locomotive Horns at Highway-Rail Grade Crossings This regulation was issued in April 2005. It prescribes the sounding of the locomotive horn approaching highway grade crossings and the requirements for quiet zones. It is controversial in two ways. The noise complaints and the quiet zone provision are the well known effects of the regulation. The responsibility placed upon the locomotive engineer is not as well known but could become controversial.
The previous regulation was based upon distance. It was simple to place a sign at the point at which horn activation was required and for the engineer to begin sounding the horn at that point and continue until the locomotive entered the crossing as required by the regulation. The current regulation states the horn must begin to be sounded at least fifteen seconds but not more than twenty seconds before the locomotive enters the crossing unless the train speed exceeds forty-five mph, in which case it must commence at a distance of 1,320 feet from the crossing regardless of time in advance of arrival at the crossing. The time-based requirement will be difficult to accomplish with precision.
It is only a matter of time before somewhere in the country a railroad official will time the sounding of the horn and discipline the locomotive engineer for a violation of one or two seconds short or excess. It is easy to then envision an action by the locomotive engineers to provide a means of comply with the regulation followed by a requirement to provide signs at 150 foot (5 mph) intervals from 150 to 1350 feet from the crossing in either direction, which is more likely to occur than a change in the regulation.
225 Railroad accidents and incidents Serious railroad accidents specified in the regulation, generally involving death, serious injury or significant property damage, must be reported to FRA immediately by the railroad.
If the railroad cites human factors as the cause, the accident must be supplemented with the Employee Human Factor Attachment. This applies to employees, contractors, and volunteers. The implicated employee must be notified on the prescribed form within 45 days of the end of the month in which the incident occurred. If the employee implicated is an employee of another railroad, the employing railroad must provide name, job title, address, and medical status of the implicated employee.
Each railroad must maintain a Railroad Employee Injury and/or Illness Record.
Within thirty days of the end of each month, each railroad must make a monthly report to FRA of all reportable accidents and incidents.
Each railroad must adopt and comply with a written Internal Control Plan to be maintained in the office of the railroad reporting officer. It must contain a policy statement declaring the railroad’s commitment to
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complete and accurate reporting of all accidents and incidents, injury, and occupational illness arising from operation of the railroad.
The railroad must provide a centralized location where FRA and State inspectors may have access to the required records and reports.
The accident report must indicate the cause, implying that the railroad must have an officer trained and experienced in determining accident causes. Such a person could have significant importance to Sound Transit. BNSF is a Sound Transit contractor for train dispatching and train operation. Tacoma Rail is a Sound Transit tenant and contractor for BNSF. BNSF may also operate freight trains on the line. Sound Transit maintains the track and signals. Often, the cause of a derailment or collision is not apparent and requires some investigation that will be based upon evidence that will no longer exist once re-railing begins. If the cause could be one of several circumstances or conditions it is not unusual for the responsibility to be assigned to an unrepresented or underrepresented party. Internally, one department of a railroad (track, operating, mechanical) will attempt to assign responsibility to another department if the appropriate officer from the other department is not present. If a train of one railroad derails on the track of another (e.g. a UP train on BNSF), the tenant carrier will have officers on hand at the derailment site to investigate. Sound Transit can be reasonably sure that if it does not have an experienced official at the scene of an incident, the fault will be in the track or signals if there is any evidence to indicate that possibility regardless of other circumstances or evidence. 228 Hours of Service of Railroad Employees The hours of service law requires a train dispatcher’s record of train movements. The agreement with BNSF does not define dispatching service and thus it is not known whether BNSF maintains or will maintain the required records for Sound Transit. The BNSF Train Dispatcher’s/Operator’s manual, not cited in the agreement between BNSF and Sound Transit requires dispatchers to make these records.
A monthly report of hours of service violations by train and engine crews, train dispatchers, and signal maintenance personnel is required. In addition to penalties for hours of service violation, the regulation provides for penalties for records and reporting violations. Sound Transit should ensure compliance either by performance or contractual obligation for performance on the part of the contractors providing covered labor. 229 Railroad Locomotive Safety Standards The locomotive safety standards apply to the mechanical condition of the locomotive and are generally the responsibility of the maintenance contractor; however, failure of a required component on the road (e.g. headlight, horn, speed recorder) may require certain action of train service employees and train dispatchers. The BNSF Air Brake and Train Handling Rules generally make the same restrictions on operation as the regulation and are required rules for train dispatchers and for train and engine crews.
Any accident caused by failure of a locomotive or any part of a locomotive must be reported immediately by the carrier operating the locomotive by telephone to FRA. In the case of Sound Transit, this is ambiguous because Sound Transit is a carrier and Sound Transit’s operator BNSF is a carrier. Sound Transit must ensure compliance with this requirement, ensuring that a contractual requirement exists if BNSF is expected to perform. 231 Railroad Safety Appliance Standards The standards apply to car construction and are generally the responsibility of the maintenance contractor, but there are no provisions of movement for cars that do not comply, which would generally occur because of a collision. The important operating requirement for Sounder commuter service is a handbrake on each passenger car. I
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232 Brake System Safety Standards for Non-Passenger Trains and Equipment; End-of-Train Devices
Sound Transit does not operate freight trains (unless a maintenance of way work train is operated for Sound Transit) so the provisions of this regulation do not apply to Sound Transit operation and Sound Transit has no responsibility. Freight trains operating on Sound Transit track must comply with the regulation, which may affect Sound Transit operation (e.g. a freight train performing a required air brake test or experiencing a failure of the brake system). 233 Signal systems reporting requirements Sound Transit must report to FRA by telephone within 24 hours of any accident/incident caused by a signal system failure.
A written report must be filed with FRA within 15 days of a signal indication more favorable than intended or otherwise hazardous to the movement of a train.
A signal system status report must be filed with FRA every five years. 234 Grade crossing signal system safety Every grade crossing collision involving a signal activation failure must be reported by telephone within 24 hours.
A written report must be made of all crossing signal activation failures within 15 days of the failure.
Sound Transit operating rules or timetable must contain a requirement to report to a designated person by the quickest means available of any warning system malfunction. The report must be investigated promptly and appropriate action must be taken.
Similar procedures apply to activation failure, partial activation, and false activation. The regulation does not require written rules or procedures but it does require compliance with the procedures contained in the regulation. Therefore, instructions to operating employees must contain essentially the same information.
Note: In the 1980s Burlington Northern lost a court case involving a crossing accident because the court considered the failure of one of the many flashing lights of the installation to be an activation failure. Burlington Northern subsequently treated all reports of malfunction, even the report of the failure of a single lamp, as an activation failure. This is not a requirement of the regulation but is a reasonable response to the action of the court and should probably be followed.
Records of reports of activation failure and the action taken must be maintained for one year after the incident.
The railroad must provide forms for the recording of required tests. The completed records must be filed and available to FRA. Test records must be retained until the next periodic test record is filed but for no less than one year.
235 Instructions governing applications for approval of a discontinuance or material modification of a signal system or relief from the requirements of Part 236
FRA approval is required for any change of signal system that effectively decreases safety, such as the discontinuance of an existing signal system or reduction in the limits. It is not necessary to file an application for approval when safety is being increased by the change, such as the installation of a signal and traffic
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control system on unsignaled track, as long as the new installation complies with the specifications for signal systems contained in Part 236.
236 Rules, standards, and instructions governing the installation, inspection, maintenance, and repair of signal and train control systems, devices, and appliances
Results of testing must be recorded on preprinted forms provided by the railroad. They must be filed kin the office of a supervisory official having jurisdiction and must be available for inspection by FRA or state inspectors. Records of testing associated with installation or modification must be retained for the life of the equipment tested. Other records must be retained until the next record is filed but for not less than one year.
The signal system designer and installer must design and construct the system according to the specifications in the regulation. The signal maintenance contractor must maintain and test as required. 238 Passenger Equipment Safety Standards There are two significant sections to the Passenger Equipment Safety Standards. The first section applies to the daily operation of passenger trains including air brake tests. Each train must receive an interior and exterior mechanical inspection and an air brake test performed by mechanical personnel once per day. This is not significant for equipment that returns to the Seattle maintenance facility once per day. If an equipment rotation does not return one or more sets to Seattle once per day, the maintenance contractor will need to make the inspection at the remote location.
There are three types of air brake test that are or may be performed by the operating crew of each train. GCOR provides that train and engine crews operating on the track of another railroad are governed by the airbrake and train handling rules of the employing railroad. The BNSF ABTH rules do not appear to represent the current air brake testing rules for passenger equipment. It may be necessary for Sound Transit to include rules for passenger equipment air brake tests in the timetable in order to ensure compliance.
The railroad must not use, haul, or permit to be used any passenger car that has one or more conditions not in compliance with the safety appliance or power brake provisions of the regulation or that has not been tested or inspected as required.
The regulations provide for the movement of non-compliant equipment under certain conditions. Generally, cars with power brake defects at the time of a Class 1 or 1A brake test may only be moved without passengers. There are certain conditions that apply to the movement of a passenger train that develops an air brake defect en route.
These conditions should be published in the timetable or other publication for ready reference of train crews and train dispatchers.
The procedures for movement of a defect not related to air brakes generally require the authority of a qualified maintenance person. The information to be published to crews and train dispatchers is that movement requires the authority of a qualified maintenance person. The maintenance contractor should be provided with a uniform means of providing applicable instructions to the train crew and to the train dispatcher if necessary.
The railroad (for Sound Transit meaning the maintenance contractor) must maintain a reporting and tracking system for passenger equipment defects. The current maintenance contractor should already be complying with this requirement.
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The second part of the regulation contains standards and requirements for passenger equipment construction. Cars should already comply with these requirements when delivered by the manufacturer. 239 Passenger Train Emergency Preparedness The requirements of this part already apply to the current Sounder operation. Current procedures, documentation, and training must be expanded to include the new segment of line between Tacoma Dome Station and Lakewood including control center and emergency responder training.
Each railroad must conduct periodic operational efficiency tests of on board and control center personnel to determine the extent of compliance with the emergency preparedness plan. Sound Transit should be assured by contractual obligation that control center and on board personnel are subject to such tests. A record of the tests must be retained for one year after the date of each test. As a railroad, Sound Transit is responsible for the testing. If the testing is to be performed by the contractor, Sound Transit should obtain and retain copies of the test records. 240 Qualification and Certification of Locomotive Engineers Sound Transit is already governed by this part, with which BNSF complies in providing locomotive engineers under contract.
An additional requirement is applicable to Sound Transit for operations on Sound Transit’s railroad. A railroad that controls joint operations must not permit or require a person not certified for the purpose of the joint operation to operate a locomotive in any class of train service. The railroad controlling joint operation may accept the certification of a locomotive engineer certified by another railroad only if it meets specified criteria.
The railroad must have a program to monitor locomotive engineers by observation and by testing. Testing must be specific to the railroad for operating rules, timetable instructions, and other mandatory directives the violation of which caused a reportable accident or incident in the previous year.
The railroad must conduct a formal annual review and analysis of the administration of its locomotive engineer certification program for the previous year. 245 Railroad user fees
840 Rules Pertaining to Notification of Railroad Accidents The railroad must notify the National Transportation Safety board as soon as possible after a serious accident but not later than two hours after for a specified list of accident types and no later than four hours after a list of other specified less serious accidents.
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6.2 Appendix B – Abstract of Applicable State Regulations – RCW and WAC
RCW 47.32.140 Railroad Crossings, Obstructions Each railroad company shall keep its right of way clear of all brush and timber in the vicinity of a railroad grade crossing with a state highway for a distance of one hundred feet from the crossing in such manner as to permit a person upon the highway to obtain an unobstructed view in both directions of an approaching train. It is unlawful to erect or maintain a sign, signboard, or billboard, except official highway signs and traffic devices and railroad warning or operating signs, outside the corporate limits of any city or town within a distance of one hundred feet from the point of intersection of the highway and railroad grade crossing unless, after thirty days notice to the Washington utilities and transportation commission and the railroad operating the crossing, the department determines that it does not obscure the sight distance of a person operating a vehicle or train approaching the grade crossing. RCW 81.28.280 Investigation of accidents, wrecks The requirements are generally the same as those of the CFR. Some (such as a colored rotating light on the locomotive) fall outside of the state’s authority and do not apply. For those that are the same as the federal requirements, it provides state inspectors with enforcement authority. RCW 81.44 Common Carriers - Equipment The requirements are generally the same as those of the CFR. Some (such as a colored rotating light on the locomotive) fall outside of the state’s authority and do not apply. For those that are the same as the federal requirements, it provides state inspectors with enforcement authority. RCW 81.48.010 Failure to Ring Bell – Penalty - Exception Misdemeanor to fail to ring bell and blow whistle as prescribed; exception for supplemental safety measures. RCW 81.48.020 Obstructing or Delaying Train - Penalty Misdemeanor to willfully obstruct or delay a train. RCW 81.48.060 Penalty for Violation of Duty Endangering Safety Railroad officers and employees guilty of willful violation or omission of duty that endangers human life or safety guilt of a misdemeanor. RCW 81.53 Railroads-Crossings Authority of WUTC required before constructing any new railroad crossing of a railroad or highway at grade. Maintenance requirements and responsibilities for railroad-highway crossings at grade or separated. Framework and abutments are the responsibility of the railroad. Pavement over or under the railroad is the responsibility of the county or municipality. Surface of grade crossings the responsibility of the railroad between the rails and up to one foot outside of the rails. RCW 81.60 Railroads – Railroad Police and Regulations RCW 82.51.050 Fences—Crossings—Cattle Guards Right of way fence required outside of the limits of any corporate city or town.
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WAC 139-05-925 Requirement of Training for Railroad Police Officers WAC 480-60 Clearances Minimum side and overhead clearances, and minimum track centers. WAC 480-62-325 Railroad Police Officers WAC 480-62-150 Grade Crossing Petitions Petition to Washington Utilities and Transportation Commission required for all crossing closures, new crossings, and modifications of any type to any existing crossing including and not limited to number of tracks, number of lanes, type of crossing signals, and alignment of highway and/or railroad. WAC 480-62-155 Train Speeds Petition process for increasing train speeds. Commission will determine if there is a unique local safety hazard that would cause it to set a lower speed. WAC 480-66 Railroad Companies -- Sanitation Sanitation requirements for locomotive cabs and stationary facilities.
6.3 Appendix C – Various Operational Diagrams
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Exhibit 1 – Sample Traffic Diagram of Sounder, Amtrak Intercity, and Amtrak Cascades trains between Seattle and Tacoma using the current full schedule example of Sounder trains and Timetable A from the WSDOT long range plan.
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Exhibit 2 – Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood using the current full schedule example of Sounder trains.
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Exhibit 3 – Traffic diagram of Sounder trains between TR Jct. (Reservation) and Lakewood using the current full schedule example of Sounder trains, showing the approximate blocking time (time in advance of a train that the line must be clear to avoid delay).
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Exhibit 4 – Distance Speed Graph of 6 car, –7 car, and 8 car Sounder trains on the planned grade between Tacoma and Hilltop.
Exhibit 5 - Sight Distance and Stopping Distance for a sb train approaching the signal at Hilltop.
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6.4 Appendix D – Emergency Contact Phone List
6.5 Appendix D – Emergency Contact Phone List, Continued
6.6 Appendix E – BNSF General Code of Operating Rules
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