CHAPTER 2: OPERATING STANDARDS, PRACTICES, AND ISSUES ASSOCIATED...

Chapter 2 — Page 1

CHAPTER 2: OPERATING STANDARDS, PRACTICES, AND ISSUESASSOCIATED WITH JOINT OPERATIONS

2.1 OVERVIEW

Developing an understanding of the criticalissues vital to successful joint operation ofrailroads and rail transit requires anappreciation of the physics andinterrelationships of mass and motion, andthe dimensional characteristics of therolling stock and the physical plant. A safe,dependable operation must consideracceleration and deceleration, andaccommodate practicalities such asstation/terminal stops, switching,overtakes, and potential service delays.Traversing the physical plant requires thesupport of systems and personnel tomonitor and control this movement. All ofthese factors are ultimately incorporated ina set of operating standards andprocedures.

Reconciliation of relative differences in thedynamic performance of freight andpassenger equipment operating on sharedtrack in joint service involves:

! A brief perspective on the evolutionof operating philosophy

! Operational dynamics of a variety ofequipment

! Operating policies, standards, andprocedures

! Operations planning and practice! Management and personnel resource

considerations in operations! Scheduling strategy! Physical plant (covered in chapter 3)

Chapter 2 investigates the feasibility ofadapting standard railroad or transitpractices, as appropriate, in a joint useenvironment so that the physical plant canbe used safely and at optimum capacity. Itwill identify or propose operationalmodifications essential to ensuring that

current safety is not compromised but infact enhanced. In doing so, risk factors andmitigation associated with this topic areaddressed. This chapter addresses theseissues by noting characteristics of variousoperations and services and the benefits ofjoint operations. Two caveats inform thisdiscussion:

! Total Physical Separation ofpassenger and freight movement ispreferred for safety and operationalreasons. Further separation ofoperation by speed or service mode(e.g., Commuter Rail and High-Speed Rail or Commuter Rail andDMU/LRT operation) may also bejustified.

! Temporal Separation of modes orequipment can be an effective,simple, and straightforward solution.It does not, however, provide themost efficient use of the trackcapacity. Temporal separation asnow practiced in North America isexclusive use/time sharing of therailroad, not simultaneous joint useor co-mingling of train movements.This research is directed at true jointuse, or concurrent shared track byrailroads and rail transit.

When space, demand, or economicssuggested that the same track be used forvarious types of service, ranging from lightrail to the heaviest freight trains, the earlierrailroad managements generally acceptedco-mingling operations. Under singleownership and operation, such joint useswere considered routine and normaloperating decisions during the course ofbusiness. Railroads varied in executingjoint use depending on local practices andneeds. The competing and conflictingdemands that joint operations generate


require change in current thought. Anyform of joint operation likely necessitatesaltering current operating documents,procedures, and practices. Labor issuescould also arise. Therefore, the sharedtrack cost benefits need to outweigh theseoperating and safety difficulties.

2.2 RAILROAD OPERATIONS EVOLUTION

2.2.1 Evolution of Railway Operations Practice

The common use of railway track formultiple purposes is as old as the industryitself. Steam railroads grew around theconcept that each railroad line could beused for both local passenger and freightservices. Main lines subsequentlydeveloped to the point of accommodating awide diversity of services on shared trackwithin one right-of-way. The formerPennsylvania railroad, from New YorkCity to Washington, DC, is a goodexample, including:

! Express passenger trains.

! Local passenger trains.

! Regional commuter trains, electrifiedor steam.

! Local and line-haul general freightservices.

! Time-sensitive shipments carriedaboard passenger trains, includingU.S. Mail and Railway Expressparcel shipments.

! Fast freights carrying perishablecommodities.

In the modern era, two additional useshave evolved that increase operatingcomplexity:

! Specialized freight trains carryingtruck-trailers, roadrailer trailers or

containers (of various intermodaltechnology).

! Unit trains devoted solely to the bulkshipment of one low-valuecommodity, such as coal or crushedstone, or to the shipment of one classof finished goods, such asautomobiles.

In the past, street railways, electricinterurban railways, and rail rapid transitsystems also developed around the conceptof serving multiple markets. While thesesystems were primarily oriented towardpassenger travel, their facilities were oftenutilized for other purposes, such asshipping mail and newspapers. Freightshipments sometimes even involved theinterchange of standard freight cars,received from steam railroads, for deliveryto local customers. For example, theChicago Transit Authority deliveredhopper cars of coal to local sidings alongits elevated line well into the 1970s. Suchservices are no longer common.

Among the most dramatic domesticexamples of co-mingling operations are thehistoric precedents of the interurbanelectric railway industry in the NorthAmerica.

Several large interurban electric railwayoperations shared track between electricpassenger and package express cars andinterchanged electric, steam and dieselhauled freight rolling stock. Best known ofthese included the Pacific Electric (CA),Illinois Terminal (IL,MO), Piedmont andNorthern (NC,SC), Oregon Electric,Sacramento Northern (CA), Lackawanna &Wyoming Valley (PA), Chicago, SouthShore & South Bend (IL,IN), and Chicago,North Shore and Milwaukee (IL,WI)interurbans. Although these interurbanseventually lost their corporate identity andwere merged into larger railroads, severalinterurban routes survive today becausethey concentrated increasingly on the


freight side of their business. In theprocess, they ceased to be interurbans.Specifically, over time they:

! built freight bypasses around pointsof congestion and downtowns

! reduced or eliminated street running

! upgraded facilities to "steam"railroad standards to handle heavyinterchange traffic, and built freightinterchange connections

! marketed themselves as freightcarriers, instituted innovativeservices

! cultured relations, or becameaffiliated, with connecting railroads

! were large enough to cover exclusiveterritories, shippers, or freightmarkets

! may have had railroad parents(Southern Pacific owned the PacificElectric) who regarded theirinterurban offspring as freightfeeders

! Converted from electric to dieselpropulsion after or during passengerdiscontinuance.

All of these measures contributed to theisolation of freight from passengeroperations until passenger service waseither eliminated or converted to railroadstandard commuter service. Thesignificance of this maturation ofinterurban railways into freight carriers isthat it gradually eliminated or reduced jointuse operating practices which had blendedrailroad and light rail standard rollingstock.

A landmark decision also altered thesecarriers' institutional (and joint use) statusfrom:

! "interurban electric railways"handling isolated interchange freightand passengers

to

! "railroads" providing some passengerservice as part of the general (steam)railroad system of the U.S. (H&M,NYW&B and Chicago Tunnel Ry.excepted.)

Under the Railway Labor Act of June 21,1934, a determination was made on thestatus of 15 borderline electric interurbanrailway entities. Fourteen were found to be"railroads" for regulatory and laborpurposes in separate decisions during theyears 1935-1936. They are listed belowwith their current disposition:

1. Texas Electric Railway (abandoned,portions converted recently to LRT)

2. Sacramento Northern Railway(converted to freight feeder by parentSP, portions abandoned or convertedto BARTD rapid transit)

3. Waterloo Cedar Falls & NorthernRailway (converted to freight)

4. Piedmont & Northern Railway(converted to freight, absorbed, orabandoned)

5. Ft. Dodge Des Moines & SouthernRailroad (tourist and freight railroad)

6. Chicago Tunnel Co. etc. (freight onlynarrow gauge subway - abandoned)

7. Chicago, South Shore & South BendRailroad (commuter/freight carrierand the only rail carrier of the groupconducting joint passenger andfreight operations. Their EMUs arebuilt to railroad standards.)


8. Des Moines and Central IowaRailroad. (converted to freight)

9. Utah Idaho Central Railroad(abandoned)

10. Pacific Electric Railway (convertedto local freight carrier, portionsconverted to LRT or abandoned)

11. Hudson & Manhattan Railroad (nowPATH rapid transit, no freight)

12. Oklahoma Railway (abandoned)

13. New York, Westchester & BostonRailway (commuter railroad,abandoned portion converted to NewYork City Transit rapid transit, nofreight)

14. Salt Lake & Utah Railroad (largelyabandoned)

The fifteenth carrier deemed to remain aninterurban was the Chicago, North Shoreand Milwaukee Railroad. Later it toobecame a "railroad". This railway is citedoften as the prime example of joint usefreight/passenger up till the time of itsalmost total abandonment. A portionbecame the Skokie Swift (Dempster Street)extension of the Chicago Transit Authority(CTA) rail rapid transit system. CTAexhibited light rail characteristics in its useof overhead catenary, grade crossings, andlightweight rolling stock.

Other large interurban railways maintainedtheir primarily electric passenger natureand function, having little or nointerchange freight traffic. PackageExpress, mail, and LCL were carried, butfreight rolling stock was typically built tostreet railway standards and notinterchangeable (except with otherinterurban electric railways). Thissmaller/lighter physical rolling stockstandard was required to negotiate streettrack geometry. In their final forms, these

carriers were large statewide or interstatecombinations of smaller interurban lines.They were typified by the Cincinnati &Lake Erie, Lake Shore Electric (Clevelandto Toledo), Indiana Railroad, DetroitUnited Railway, and New York StateRailway. On these lines, little or norailroad interchange freight traffic existed.Joint use by freight and passenger serviceswas accomplished with compatible rollingstock operated in streets and private rights-of-way and often in the same train consists.All of these type interurbans failed prior toor immediately after World War II, andfew vestiges remain. Their construction tostreet railway standards, reliance on streetrailway technology, and street running overkey portions of their routes doomed them.They were unable or unsuccessful inconverting to interchange freight.

Some smaller interurban railways alsoevolved from primarily passenger railcarriers to exclusively freight carriers.They featured interurban and/or streetcarrolling stock operating with freight.Among these are the "Crandic" (CedarRapids and Iowa City), Iowa TractionRailroad Co. (formerly Mason City andClear Lake), Tulsa-Sapulpa Union, SandSprings, and others. Like some of thelarger interurbans, these were absorbedinto larger railroads and some have losttheir corporate and interurban (joint use)identity. Several converted to freightbecause they became corporately linked toa connecting freight carrier. The change ofthese electric railways from passenger toexclusively freight has been detailedhistorically in Hilton and Due's InterurbanElectric Railways.

Non-standard gauges were selected orstipulated by regulation to prevent carinterchange or joint use between railroadsand streetcars or interurban systems. Jointuse was out of the question in places whererailroads and rail transit holdings could orwould not take the first step, i.e., connectedand interchangeable track. Table 2-1 shows


Table 2-1North American Rail Transit Electric Traction Gauges


Table 2-1

North American Rail Transit Electric Traction Gauges (cont'd)

Notes:* converted to standard gauge.** converted to standard and back.*** excluding standard gauge Norristown, Broad Street and Regional (railroad)

operations1 meter = 3.2808'1 mm = .0394"


the diversity in gauges on streetcar andother electric traction systems.

It also identifies where large systems atstate or metropolitan levels were isolated toprevent interchange with other systems, letalone permit joint use.

2.2.2 Influence of Technological Progress in Operations

During the first third of this century, thesteam railroads and the electrified rail rapidtransit industries grew closer together intheir use of technologies, with eachlearning and benefitting from the advancesof the other. For example:

! A n u m b e r o f e a s t e r n a n dmountainous western United Statess t e a m r a i l r o a d s a d o p t e delectrification for tunnel or heavygradient portions of their main lines.These railroads benefitted from theefficiency of electric traction,primarily for passenger service andfreight service.

! Electrification became especiallyprevalent among railroads in urbanareas with large bases of commuterpassengers. Several steam railroadsadopted electric multiple-unit (rapidtransit-like) technology for commuterservices, which remained routinelyco-mingled with all of the otherclasses of railroad services.

! Rail rapid transit systems benefittedfrom the development of steelpassenger cars by the steamrailroads, and adopted thattechnology as a major safetyimprovement.

! Air brakes, a major safetyadvancement of steam railroads,became more sophisticated with theirapplication to electrified multiple-unit rapid transit trains. The electro-pneumatic, multiple-unit braking

controls allowed much fasterresponse to control commands fromthe operator.

! The art of railway signalingtechnology advanced simultaneouslyon steam railroads and on rail rapidtransit systems, spurred by thedemanding requirements of rapidtransit operators for safe operation atthe best speeds physically achievableon the closest possible headways.The extraordinary complexities ofthe signaling and interlockingapparatus required to keep high-capacity subway operations safe,including the development ofautomatic train stop mechanisms,undoubtedly led to better steamrailroad signal systems.

! Railway signal and operationalpractices created a network oft o w e r s , s w i t c h e s , a n dcommunications and maintenancefacilities along the route. Thisgenerated a hierarchical-stylemanagement structure to direct a safeoperation. It also produced a labor-intensive and unionized environmentwith a large front-line supervisoryand middle management staff (e.g.,trainmasters, road masters, roadforemen, yard masters, stationmasters, block operators,maintainers, division engineers, etc.).

! C u r r e n t d e v e l o p m e n t s i ncommunications-based signaling andautomatic train operation are likely tohave significant operating andeconomic implications for any typeof service. However, the cost andtiming of applications, and the long-term impact on operational and laborresources, remain to be seen.


2.3 OPERATIONAL ISSUES

2.3.1 Dynamic Operating Characteristics of the RailTraffic Mix

The accommodation of the dynamiccharacteristics of a variety of motive powerand train consists, their capacity, and theirperformance, is essential to safety andreliability. The more diverse the trafficmix, the greater the need for heightenedoperational vigilance and enhancedtechnical and management resources.

Although there are certain incompatibilitiesbetween commuter trains, high-speed rail,and freight trains, these operations havebeen successfully mixed over the years indifferent operating environments. Whilesome fundamental differences betweenU.S. and European operations exist,European railroads routinely handle a mixof commuter rail, high-speed rail andfreight operations over the same tracks.Some add lightweight passenger stock suchas rail buses, DMUs, and LRVs.

Where passenger traffic operates, safety isparamount. However, dependability for thecustomer remains vital to commercial andsocial success. The objectives of safety andreliability are not always mutuallysupportive. It is useful to examine each ofthe rail mode characteristics and how theyperform in joint use.

Commuter Rail Trains

Although most commuter trains arerelatively high performance, approachingtop speeds of 80 MPH or higher, theirfrequent station stopping patterns tend touse excessive track occupancy in time andcapacity. Commuter service requires thattrains operate on headways between 10 and20 minutes during the morning andevening peak periods (6:30 a.m. to 8:30a.m. and 4:30 p.m. to 6:30 p.m.).Commuter trains and LRT in joint use,

such as in Karlsrule, tend to provide someservice redundancies, particularly in thepeaks, unless they feature different origin-destination options. Depending on thespecific headways involved, commutertrains can consume a significant amount ofthe available track capacity during the peakperiods. These train movements aretypically unidirectional.

LRT/DMU

Use of non-compliant equipment on a railline will reflect characteristics similar tocommuter rail equipment. However,capacity limitations and concern for safetymay cause more time separation betweentrains of different types and performance.LRT/DMU speeds are likely to be lowerthan commuter rail, based on less stringenttrack geometry, station spacing, andequipment performance features. Lowerspeeds or more frequent stops can demandeven more track capacity than commuterrail. In Karlsruhe, the slower LRVs havebetter overall running time than commutertrains in the same service because of betteracceleration and less dwell time. DMU orLRT substituting for large consistcommuter trains during non-peaks may befeasible because non-peak demand isscaled to the frequent stop, lower densityservice to which commuter rail is lessadaptable. This also creates a window forDMU or LRT exclusive non-peak use onwhat would otherwise be a very light loadon commuter trains.

High Speed Rail Trains and IntercityRailroad

When compared with commuter trains,high-speed rail trains operate at higherperformance levels, capable of reachingspeeds of up to 150 mph or more. Intercitypassenger trains in the Northeast Corridortravel at maximum speeds ranging from79-125 mph. Higher top speeds requiremore distance to decelerate and greatertrain spacing, thus demanding more track


capacity. This is partially offset by the factthat higher speed generally moves trainsalong the track more quickly. In addition tohigher top speed capabilities, high-speedrail trains generally do not make frequentstation stops. Although the time of trackoccupancy is greatly reduced for the high-speed intercity train as compared with thecommuter train, the high-speed trainrequires significantly increased lengths ofunobstructed, clear track ahead. As muchas five or six miles of track must be clearahead for the high-speed intercity train'sdesignated route. When high-speed trainsare mixed with commuter trains in peakperiods, an additional track is generallyrequired so that high-speed rail trains canoperate around the commuter trains. On atypical reversible two-track system, thisovertake situation consumes a significantamount of available track capacity.

Freight trains

Different classes of freight trains havevastly different performancecharacteristics. Perhaps the lowest class offreight train is the wayside industrialswitcher, which stops frequently at localshippers to set out and pick up the cars.This class of freight train consumes asignificant amount of track capacitybecause of extended periods of trackoccupancy, but is otherwise slow speed.The highest class of freight train is mail ortime-sensitive consists, frequently in amixed intermodal configuration. Thesetrains are priority movements and consistof truck trailers and/or container cars.Although their acceleration and brakingperformance is not on a par with passengertrains, these trains frequently operate atspeeds up to the 70 mph range. In betweenthese two extremes are three other classesof trains, all with slightly differentperformance characteristics. These threeclasses are "time freights" or "hotshots,"general merchandise trains, and mineral orbulk unit freight trains. The performancecapability of these trains depends largely

on locomotive horsepower, train length,tonnage, terrain, and the amount ofswitching or "work" en route, all of whichcan vary significantly. The two extremes infreight service and LRT do not blend wellin concurrent joint use. However,precedents have demonstrated that the tworail modes can be managed into joint use.

Joint Operations

The concept of joint operations can includeany combination or all of the above.However, the focus here is on LRT/DMU(non-compliant) equipment operating in amixture with standard railroad equipment.The critical constraint in these operations istrack capacity and the margin of time andspace to separate train movements. Wheremultiple tracks and interlockings exist,traffic and speed separation are feasible.Typically, however, these joint operationsare likely to use an existing single freighttrack or limited infrastructure resourceswhere any freight movement canpotentially slow or obstruct passengermovement. Joint operating procedures andpractice must be able to cope with thesevariables.

2.3.2 Operations Policies, Standards, and Procedures

Domestic Operating Philosophy andBenefits

A common remedy for a mixed trafficcorridor requiring more capacity is to addmore tracks, interlockings, and fail-safemeasures. Since high capital andmaintenance costs are associated withadding facilities to accommodate increasedtrain traffic, conventional, owner-orientedsolutions seek to either avoid this expenseor burden the tenant operation who seeksmore access and capacity with theadditional capital and operating costs.Centralized Traffic Control (CTC) was atraditional measure to gain more capacityfrom existing or reduced track facilities.


Other solutions include reactivatingparallel abandoned or disused track bedsand diverting certain train traffic to reducecongestion. Surplus capacity exists informer multiple track beds rendered vacantby reducing the number of tracks. Theseproposals often generate opposition fromlocal property owners, who were told thatthe railroad in their back yard wasabandoned years ago, or who becameaccustomed to reduced train traffic. Otherenvironmental issues related to noise,vibration, or pollution often surface aswell.

Regarding track capacity, a freight railroadcompany asked about the operation offoreign commuter-based traffic over its linemay respond that there is "insufficientcapacity." Investigation into the issue ofinsufficient capacity often discloses thatscheduling, rather than capacity, may bethe problem.

A typical section of railroad is comprisedof track, signals, interlockings, structures,real estate, etc. From the standpoint ofinvestment capital, this makes almost anysection of railroad line a costly resource.Some freight railroad main lines do notfully utilize this very expensive resource toits optimum potential. In short, freightrailroads do not often operate trains on aprecise or reliable schedule, which isessential for joint operations. Random orflexible operation of freight trains oftenresults in a scenario in which there is littletrain activity on any defined section of linefor long periods of time, yet there areisolated instances when the same section ofline is completely "maxed out." The resultis often the creation of a queue wheretrains wait for each other, causingcascading delays or impacting movementof other trains similar to air traffic awaitingtake-off.

Operating Rules and Standards

All rail properties operate on the basis oftheir individual book of rules. These rulesestablish and document all requiredpractices to run trains safely,accommodating all varieties and speeds oftraffic on that system. The book is a livingdocument that is changed and reissuedregularly. All operating employees arerequired to show proficiency in itsspecifications. These rules cover:

! Dispatching! Signaling! Communications! Train orders and other authority for

train movement! Control of a single track! Protection of Work Equipment! Absolute Block rules! Characteristics of railroad equipment

and infrastructure

2.3.3 Northeast Operating Rules Advisory Committee(NORAC)

The Northeast Corridor (NEC), one of themost complex and dynamic railroadoperating environments, since the mid1980s has produced a rule book thatcombined many practices of participatingmember railroads. An examination of thisdocument serves to illustrate the extent ofcoverage and the detail of operating rulesapplied to a rail line hosting a variety oftrain types and performance. The exampleis excellent for any proposed system andcan serve as a guide for joint operationswith appropriate modification to vehicle,signal, and service characteristics.

Especially important is the recognition thatthese rules were developed cooperativelyamong those who share NEC track.


Their objective was building a safe, well-regulated operating atmosphere in whichpassenger trains of many types and freighttraffic of differing classes efficiently sharerailroad facilities owned by both privaterailroads and public agencies, to the mutualbenefit of shippers, passengers, and thepublic at large.

The NORAC Book of Rules is the means bywhich it has become possible for multiplecarriers to safely and simultaneouslyoperate their respective trains over acommon section of track. The NORACrules are sufficiently comprehensive toaccommodate numerous and complexoperating situations.

NORAC Operating Rules and TheirApplication

The Northeast Operating Rules AdvisoryCommittee worked to develop andimplement a single, unified Book of Rulesgoverning the operation of Amtrak,including their contract commuteroperations in the NORAC territory, as wellas Conrail, SEPTA, NJ TRANSIT, andseveral regional freight railroads. Someregional short lines are members, thoughthey do not operate on the corridor.

By adopting the NORAC Book of Rules,the member railroads have achieved asingle basis for the safe and fully co-mingled operation of the followingactivities:

! High-Speed passenger trains (AmtrakMetroliners).

! Intercity passenger trains (AmtrakNortheast Direct and long distanceintercity services).

! Diesel locomotive-hauled (or push-pull) commuter trains (MARC, NJT,CONDOT, MBTA).

! Electric locomotive hauled push-pullcommuter trains (NJT, SEPTA,MARC).

! Electric Multiple-Unit commutertrains (NJT, SEPTA).

! Self-Propelled diesel multiple unittrains (e.g., RDC; SPV-2000,although no such trains may beactually operating on NORAC orNORAC proximate systems at thistime; MARC; SEPTA; LIRR; MN;NJT,; etc.).

! Time-sensitive freight (containers,etc.) (Conrail, Amtrak Express,Triple Crown, NS, CSX).

! Slow or heavy unit-trains ofcommodities (Conrail).

! Mixed, general freight (Conrail,P&W, CP/St. L&H/D&H, ST).

! Local freight switching operations,and interchange between regionalcarriers and line-haul freightrailroads (Conrail, P&W).

! Maintenance-of-Way trains.

! Passenger Terminal, switching, andyard operations (Amtrak/LIRR andformerly Washington UnionTerminal).

Detailed procedures describe practices andrequirements for:

! Multiple Signal Systems: NORACrules bring uniform signaldefinitions (for every variation ofeach aspect) to all of the varioussignal systems utilized by themember railroads, includingposition-light signals, color position-light signals (two types), color-lightsignals (several types), cab signals(including Color Light, PositionLight, stand-alone, or in conjunctionwith wayside signals).

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! Train-order signals, includingtemporary block stations.

! Hand, flag, and hand-held lanternsignals.

! Operation in unsignalled (or "dark")territory.

! Directional control of operation, andoverall methods of operation.

! Single-direction signaling (Rule251).

! Dual-direction signaling (Rule 261).

! Full traffic control system signaling.

! Timetable - Train order manualmethods.

! Issuance of train orders: One of themost significant safetyaccomplishments under NORAC hasbeen the development of a clear,unified, single-form train order,whose transmission and issuance canbe accomplished in an expeditiousmanner.

Obviously, any document covering asmany different operating circumstances asthe NORAC Book of Rules willoccasionally require amplification ormodification in order to adequately suit alllocal situations. All variations in theapplication of NORAC rules necessary tomeet special circumstances are called outin the Special Instructions in the EmployeeTimetables. As is customary on allrailroads, complete working knowledge ofsuch exceptions and the SpecialInstructions in general must be proven byeach employee as part of theirexaminations for qualification on specificterritories.

Results of NORAC Rules

The NORAC members have workedcooperatively to implement their unifiedBook of Rules. They have demonstrated aclear commitment to joint usecollaboration and compromise to achievecommon objectives. This commitment hasestablished precedent toward overcomingany barriers to the concept of joint use orshared track. Its application has generallybeen of benefit in several ways:

! Clear and uniform rules helpemployees who must operate trainsthrough the territory of severalrailroads. Previously, theseemployees were required to qualifyon the individual rulebooks of everyrailroad over which they operated.

! Rule contradictions, especially asbetween neighbor railroads, havebeen eliminated.

! C o m m u n i c a t i o n b e t w e e nparticipating rail carriers has beenenhanced and put on a routine basisas entry to other issues of commoninterest.

! Particular attention has been given todeveloping the most expedient, safemethods for time-critical safety tasks,such as giving Train Orders by radio.

! Training costs and lost time formultiple annual rules classes and re-certification examinations have beenreduced.

! Safety has been improved throughsimplicity and certainty.

One of the few difficulties in the NORACapproach is that membership is voluntary.Thus, the rules have not, as yet, been fullyadopted by all affected railroads in theNortheast Corridor. Both the Long IslandRR (LIRR) and Metro-North RR (MNRR)


have included cooperative operatingarrangements with Amtrak and othersoutside the scope of NORAC.

The above results are sound goals for anyoperation in the planning stage.Responsible planners are advised toacquire a variety of rule books and selectthose which closely resemble theirproposed operation. Development of newor revised rules for a specific territory willrequire the participation of Rules andOperating staff of the host railroad inconjunction with the system planners.

2.4 OPERATIONS PLANNING AND PRACTICE

The existence of operating rules andstandards creates the framework for a safeand reliable operation. The implementationand practical effects of these rules requireoperation planning prior to any financialdecision on joint operations.

2.4.1 Operations Planning for Dispatching Joint Operations

In order for high traffic density to beefficiently managed in a territory withmultiple carriers, thorough, thoughtful, andcooperative advance planning of operationsis required.

! Scheduling: Precise timetables needto be prepared by all parties involvedin joint operation which accuratelyreflect the differences in speed of thevarious classes of traffic, and allowadequate running time for localservices. Usually, the proprietorrailroad takes the lead in schedulepreparation, working with all of thetenant carriers on a mutuallyagreeable plan. Scheduling may bereduced to reserving operatingwindows for freight train trackoccupancy and may require moreprecision for local freights. It cantake the form of an operatingschedule for employees, a joint rule

book, or a joint public timetable incases of integrated transit service.

! Operating Priorities: Recognizingthat it is not always possible tooperate exactly to schedule, all jointoperators must necessarily have anunderstanding, in advance, of howschedule deviations will bedispatched. Where freight trains donot adhere to timetable operation, itis essential that the partiesunderstand how they are to behandled (e.g., operation only duringlate-night hours; operation asconvenient to passenger schedules,etc.).

! Recovery from Delay Strategies: Inthe arena of intensive passengerservice, dispatchers routinelyapproach their work with pre-planned strategies for recovery fromdelays. These tools, crafted from thecollective knowledge and experienceof all users of the affected line, arefundamental in achieving a promptrecovery. While responding tooperating disruptions is one of thetrain dispatchers' key duties, it maynot be reasonable to expect thatdispatchers could always develop themost effective strategies, equitable toall parties, in the midst of anoperational crisis. Training exercisessimulating various operationaldisruptions and critical situations arealso very effective in buildingdispatchers' skills.

! Unscheduled Services: Wheremultiple carriers jointly share track, aclear understanding of how extraand/or unscheduled trains will behandled is essential. Randomoperation of freight services is not anacceptable practice in suchcircumstances. These situationsbecome particularly troublesomewhere there is a very closely


scheduled headway in passengerservices into which a freight extramust be inserted. Also troublesome iswhere a difference exists in overalloperating speed between passengerand freight operations.

! Communication among JointOperators: The most important aidto achieving quality operations for allcarriers on a shared railroad is themaintenance of open and frankcommunications between theoperations staffs of all interests. Themost senior officials of all of thecarriers must establish a tone ofcooperation at every organizationallevel to preserve harmony and runtrains efficiently.

! Physical Plant Issues: One of theprerequisites to successful sharedoperation is assuring that the designof the physical plant is adequate tomeet the needs of all concerned. Thisis a multi-faceted issue, involving notonly track capacity, but the adequacyof signaling systems for all servicet y p e s , t h e a d e q u a c y o fcommunications devices, and, mostimportantly, sufficient reservefacilities and interlocking capacity toadequately handle recovery fromdelays. Cost estimates and allocationamong users whose demands on theplant vary should be the subject offormal agreement.

! Sharing Support Facilities: In someof the more sophisticated railroadjoint operation arrangements, two ormore carriers may share supportfacilities, such as engine terminals,coach yards, and other maintenancebases. The landlord railroad isusually responsible for overallmaintenance-of-way, but neighboringoperators may wish to developarrangements to share specialtyequipment or other costly assets.

Specialized maintenance such aswheel truing may be shared ascooperatively accomplished betweenrail transit and railroad carriers.

! Scheduling Maintenance: Relatedto physical plant issues is thenecessity to provide a maintenancewindow for track, signals, and otheritems of infrastructure. Proceduresfor sharing track, operating windows,and passenger information areessential elements of agreementbetween joint use partners.

! Handling Emergencies: Thegreatest test of the relationshipbetween railroads sharing track spaceand time comes in the handling ofemergencies. When emergencysituations arise, all operators with aninterest in the facility should beexpected to work together, and towillingly pool personnel andequipment to resolve the emergencyas quickly as possible. The mosteffective response to emergencies isachieved through the establishmentof pre-planned Standard OperatingProcedures. These procedures shouldincorporate objective criteria fordetermining the level and nature ofresponse required and designate inadvance who (by title and position) isin "charge".

! Fleet Management: Sufficientequipment must be available for thepassenger service, including "hotspares" on standby, and placement of"protect" equipment at locationsappropriate for a quick response.

! Cooperative Analysis of ActualOperations: One of the unavoidablerealities of joint operation is that thetenant carriers are rarely fullysatisfied with dispatching, leavingthe landlord carrier feelingunappreciated. Maintaining a


cooperative approach to solvingoperating dilemmas is crucial to safeand responsive service. Followingmajor service disruptions, a thoroughpost-incident analysis can be helpful,not for the purpose of finding fault orlaying blame, but in order to developprotocols for improved futureoperation.

! Other Mechanisms: Organizationsat national and regional levelspromote better understandingbetween operating staffs on aninformal basis. In the NewYork/North Jersey area, theMetropolitan Association of RailOfficials (MARO) bring together railtransit and railroad (passenger)operating personnel. A similarfunction is performed at the nationallevel by American Association ofRailroad Superintendents (AARS),American Railway EngineeringAssociation (AREA, now AREMA)and others.

2.4.2 Controlling Combined Operations of Mixed Traffic

The procedures and operating rules bywhich trains are dispatched, and themethods by which signal aspects aredisplayed, read, accepted, acknowledged,and obeyed are the foundation of saferailroad operation. Precise adherence toestablished rules and operating proceduresis especially important in an environmentof joint operation of multiple train typesand multiple carriers sharing track.

As discussed earlier, the amalgamation ofseveral bankrupt multi-purpose railroadsinto freight-only Conrail, and thesubsequent division of those assets andoperating responsibilities among Amtrak,Conrail, regional commuter railroads, andlocal freight lines separated the transportfunctions into discreet managements andcost centers. Cost and practicality dictated,however, that the new operating entitiesshare responsibility and authority for

achieving safe operations in new complexjoint operating environments.

Dispatching authority generally flows withownership of the right-of-way, even ifmultiple carriers and multiple train-typesare handled within the same geographicterritory without regard to quantities ofservice. Depending upon thecommunication and signaling facilitiesavailable, and the railroad traffic density,dispatching practices vary considerably.

In the very newest, high-tech facilities(e.g., Amtrak CETC offices) the functionsof Train Dispatcher, Traction PowerDispatcher, and Block Operator may all beaccomplished from one office for hundredsof miles of railroad. Dispatching may beshared among users, as demonstrated bythe Amtrak/LIRR joint operations centerfor the Penn Station NY complex.

The Philadelphia Amtrak CETC Officecontrols most Amtrak operations from justnorth of Washington, DC, to just south ofTrenton, New Jersey, as well as housingconventional dispatchers for the AmtrakHarrisburg Line. Within this territory,CETC handles not only Amtrak traffic ofmany classes, but also MARC commutertrains, SEPTA commuter trains, NJTRANSIT commuter trains, and freightinterfaces with Conrail, CSX, CP, andother regional carriers.

Standard Centralized Traffic Control(CTC) stations can control large territoriesof railroad with technologies of varyingsophistication; some being operated inconjunction with manual dispatchingmethods, while others are combined withcomputerized dispatching tools. Forexample, a modern CTC station involvedin multiple-carrier control can be found inthe Metro-North dispatch facilitycontrolling the entirety of the New HavenLine, which is also shared by Amtrak,Conrail, and regional freight carriers.


Traditional train movement centralmethods involve dispatchers using paperand pencil train sheets, with telephonecommunication to individual towers onlineat each interlocking, where block operatorsmanipulate switches and display signals,and where hand-written Train Orders maybe individually issued to train crews forany unusual circumstance. Owing to thehigh cost of staffing towers, conventionaldispatching is rapidly diminishing. Suchbasic methods are still commonplace inmulti-purpose railroading at SEPTA, theLong Island Rail Road, and elsewhere.

Amtrak operates many trains over linesthat are owned, maintained, and dispatchedby Metro North. In fact, to advance anAmtrak Northeast Corridor train fromBoston to Washington involves thephysical facilities and/or employees of notjust Amtrak, but also of the MBTA, MetroNorth, LIRR, New Jersey Transit, and theWashington Union Terminal Company.

As a freight carrier, Conrail has gone toconsiderable expense and effort todeliberately separate itself, as much as ispractical, from the passenger railroads.Nevertheless, freight operations mustcontinue to co-mingle with passengerservices at the margins of their industrialoperations. There are common instanceswhere Conrail is not the predominantoperator and where the commuter agenciesprovide the dispatching and signalingservices (e.g., SEPTA West Trenton Line).

Some of the newer regional freightrailroads' operations require entering on, orinterchange with, Conrail, or other Class Ifreight railroads, via Amtrak or thecommuter lines.

The most primitive operating format,manual timetable and train orderdispatching methods, have actually beengrowing in use, as freight railroads have

diminished the scope and sophistication ofsignaling systems, in an attempt toeconomize on capital and operatingexpenses on some marginal routes. In orderto keep traffic moving in "dark territory," anew method of issuing abbreviated point-to-point train orders known as "TrackWarrants" has emerged. Although thispractice is not used in passenger territoryon NORAC railroads, it is not uncommonelsewhere in the northeast.

An excellent example of complex,highcapacity, multi-purpose railroad usemay be found in southern Florida, wherethe State of Florida now owns the formerCSX main line between West Palm Beachand Miami. Dispatching of this primarilysingle-track railroad is performed by CSXfrom their system control center inJacksonville, Florida. Amtrak trainsoperate with Amtrak crews over the line, asCSX freight trains operate with CSXcrews. However, the predominant user byfar is Tri-Rail, which, through the use of anindependent contractor, operates frequentcommuter trains between Miami and WestPalm Beach.

2.4.3 Typical Examples of LRT/Freight Joint Operation

As discussed in Chapter 1, good examplesof a joint (but not simultaneous) operationare the San Diego (SDTI) and BaltimoreMTA LRT (BCLR) systems, whichprimarily serve their LRT operation but doaccommodate freight traffic in highlyrestrictive temporal separation mode. Theoperating characteristics of these systemsdetail the breadth and complexity of issuesassociated with joint operation. A true jointoperation (concurrent or co-mingled) willcompound the difficulties in conflictresolution. Specific operating details areprovided in Appendix D.


Dispatching

Both the BCLR and the SDTI have controlcenters, which are manned by either"Supervisors" (BCRL), or "Controllers"(SDTI) which are responsible for thefunction of dispatching both light rail andfreight train operations over the respectivelines. The personnel at the control centerassume the following duties with regard tothe function of dispatching light rail andfreight trains:

! Issue operating clearances thatauthorize a train's entry onto thesystem

! Record train passing times andmonitor train schedule adherence

! Authorize outages for maintenanceof track and electric power tractionsystem

! Oversee traction power systemavailability and respond to anomalies

! Direct service recoveries andemergency response operations

! M a i n t a i n l o g o f r a d i ocommunications with light rail andfreight trains

! Arrange for protection of workequipment and maintenancepersonnel

Signaling

Signaling on both the BCLR and the SDTIis wayside, three-aspect, two-blockautomatic block signal system for theportions of line that are not streetoperation. Street operating portions of lineare governed by typical "go-no go"position light signals. Operating rulebooksdefine the signal rules and speeds for eachsignal system. The SDTI lines are doubletrack now and the BCLR lines arecomprised of both single and double trackportions.

On the BCLR system, the single-tracksegments are operated bi-directionally onsignal indication. Interlocking signals at

the entrance to the single-track segmentsare controlled automatically by the lightrail vehicle's occupancy of the approachingtrack circuits.

On the SDTI system, there are at least twolocations where a transponder arrangementscans the vehicle's identity and establishesroutes depending on whether it is a freighttrain or a light rail train. SD&IV freighttrains still require verbal permission fromthe controller prior to entering the system.They must also report clear when exitingthe line, as is done on the BLCR system.

Circuits for grade crossing devices may bedesigned into tracks or LRT overhead.Pacific Electric Railway placed trolleypoles on some of their diesel switchinglocomotives to activate the overhead wirecircuits. The "fake poles" were otherwiseinert. This practice was isolated to parts ofthe system where interchange with parentSouthern Pacific was prevalent and diesellocomotives began assuming the functionsof electric freight motors, under catenarywire.

Communications

Both Baltimore and San Diego systems useradio as the primary means ofcommunication between the control center,light rail, and freight trains. Waysidetelephones exist in the stations and also atcertain other strategic locations. Thewayside phones are used as a secondarymode of communication in the event of afailure of the radio system.

Absolute Block Operations

Absolute (manual) block operations areused to maintain safe train separation onboth systems in the event of a systemsfailure. Operation under "absolute block"rules severely reduces operating capacitybecause of the inability to maintain therequired 10-minute headway operation.Therefore, this is only used under


extraordinary circumstances, such as lossof signal system, loss of traction power,derailments, or any unplanned interruptionof service. Control center personnel areresponsible for the implementation andsupervision of absolute block operationswhenever it is required.

Track, Signal, and Traction Power SystemMaintenance

The BCLR system operates on 15-minuteheadways all day, and the SDTI systemNorth-South "Blue Line" operates on 7.5-minute headways during the peak periodsand 15-minute headways off-peak. Theclose headway operation of both systemsdoes not provide any opportunity for track,signal, or traction power systemsmaintenance during the times that thesetwo systems are operating. While it may bepossible to perform some off-trackmaintenance during this time, any majorcapital or maintenance projects that requiretrack outages must be performed during thenight, when the light rail system is notoperating.

This scenario creates a situation wherefreight trains and light rail systemmaintenance operations must compete fortrack time. The case becomes more severeon the BCLR system because most of theline is single track, although freightoperation is isolated to two outer (albeitlengthy) segments of the system. On thedouble track SDTI system, freight trainshave the opportunity to detour aroundmaintenance activities that require trackoutages.

Safety procedures for operations andmaintenance personnel are integrated intothe Operating Rules for both systems.

Crew Size

One person, a vehicle operator, runs theBCLR and the SDTI systems' light railtrains. Both systems use proof-of-paymentfare collection and therefore the vehicleoperator is not involved with the farecollection process. Both systems doemploy fare collection enforcers, but theyare not assigned to every train.

Time of Day Restrictions

These restrictions are based on the theorythat separation insures reliability and theclock is a valid means to separate traffic.The passenger train operator uses the trackfor a specific period of time. A freight trainoperator will then be assigned for otherexclusive use periods. Freight operators onthe San Diego and Imperial ValleyRailroad are limited to operating freighttrains during the morning hours from 1:30a.m. to 4 a.m. Similar nighttime isolation isthe rule for freight movements on theBaltimore LRT system.

In summary, the two light rail systemsabove appear to have developed successfulprograms for joint freight and light railoperations over the same track. Therelative success of the Baltimore and SanDiego systems can be attributed to anumber of factors:

! The freight service is not "timesensitive" and does not requiredaytime switching.

! Freight shippers and consignees cantolerate nighttime delivery/pick up attheir industries.

! No through or local freightconnecting service is required duringdaytime hours.

! High density light rail service is notrequired between approximately 2:00a.m. to 4:00 a.m.


! Freight train horizontal and verticalclearance issues were resolved.

! Engineering standards can satisfyboth freight and light rail.

! No through or "overhead" freightmovements are performed.

Under these normal circumstances, thetime-of-day separation works well for bothparties. Conrail operations personnel didobserve, however, that the constraint ontheir operating hours restricts them fromexpanding freight service in the future,should there be an opportunity fordeveloping new business.

Operational Limitations

Regulations aside for the moment, withcurrent operating practice and signaltechnology, concurrent or co-mingledfreight train operation does not appear tobe practical wherever light rail headwaysare less than 30 minutes on double track orless territory. The chances of delay andexposure to risk are increased whenblending trains of widely varyingperformance together on the same trackwith no or few means of passing trains.Another operating dilemma is the inabilityof a typical freight train to quickly clear themain track when switching a local industryand accompanying lack of track space andswitches to park, manipulate and sortfreight cars. On a single-track system,comingled freight and light rail operationsare even more difficult to achieve,regardless of the operating headways andpresence of passing tracks.

2.4.4 Management and Personnel ResourceConsiderations in Operations

Crew Size and Labor Requirements

Joint use proposals are influenced byexisting labor agreements and practices.Typically, railroad crew sizes are mandated

by Federal and State regulation, whichmost commonly require an engineer andconductor on every train. Unionagreements and State regulations mayrequire an additional crew member. Unionsalso require certain crafts to be assigned tospecific jobs and have a seniority and skillstructure that often limits managementflexibility to adapt to changing practice ornew technology. Unions may separateengineers, conductors, brakemen,dispatchers, and other skill groups. Thislocal pattern varies from railroad torailroad and from agreement to agreement.This method provides a pool of trained andqualified employees. Additionally, whereservice changes are contemplated, unionconcurrence may be vital.

In short, a service involving a newoperation requires flexibility to adapt tochanging needs, the ability to control costsby the application of modern technology,and vigilance against institutional pitfalls.

Performance Control, Monitoring, andIncentives

How is performance controlled whenmultiple operators share tracks or are in atenant/landlord relationship? Assumingsafety is a primary concern, the secondaryrequirements for a passenger operation areon-time performance and passengercomfort. Economic incentive can becreated for both. Performance incentivesbetween host and tenant discussed inChapter 1 have been used by Amtrak andsome commuter railroads to encouragegood service. Some form of performancemonitoring is essential. Dispatcher'srecords can be used for this purpose. Allmain line U.S. locomotives are equippedwith event recorders and these can beadapted to track performance. Thesedevices can also be used to monitoroperator behavior for enforcementpurposes. Whenever an accident orincident occurs, records produced by thisequipment can be referenced.


The tenant in a joint use agreement mustalso identify maintenance standards toprevent degradation of service due to poorinfrastructure condition. Higher standardsmust be met for passenger service than forfreight.

Employee Training and Certification

Insuring a high standard of employeequalifications and performance is alsoimportant in joint operations. In thetraditional railroad environment, mostoperating employees learned their craftsduring lengthy apprenticeships. Theseculminated with written and verbalqualification examinations before a RulesExaminer. In contrast, rail rapid transitsystems have always had structuredtraining programs, through which newemployees could be trained to performuseful work in comparatively brieftimeframes.

These two formats for learning railroadsafety and operating practices have beensuccessfully combined in the trainingprograms developed by the SoutheasternPennsylvania Transportation Authority(SEPTA) for the training of newConductors, Engineers, and BlockOperators. This serves as an example ofemployee training for engagement inrailroad operations.

The steps for training SEPTA train andengine crew members are:

! Newly hired employees attendapproximately two weeks of trainingin basic railroad safety, and inrevenue collection. After completingthis instruction, they enter service asPassenger Attendants, assistingqualified crews in collecting revenue,operating doors, makingannouncements, and assistingpassengers.

! Following several weeks or monthsof service as a Passenger Attendant,

the new employees return to classand are fully trained on the NORACBook of Rules. Frequent quizzes andweekly examinations identify thosewho will not be able to qualify.These people are separated from theservice. At the successful completionof rules training, the employee ispromoted to Assistant Conductor.

! Assistant Conductors must makecontinuous progress toward fullqualification on the physicalcharacteristics of the entire SEPTARegional Rail Division in addition toworking on board the trains. Aprescribed number of days is allowedfor learning each line, followed by anexamination on each geographicsegment. This portion of the trainingprogram also requires fullqualification in Amtrak and Conrailstandards for operation of SEPTAtrains in their territories. Once fullyqualified on the entire system, theemployee is promoted to Conductor.Candidates progressing areencouraged to expedite theircompletion by the prospect ofgaining a higher position on theseniority roster, where permanentstatus is determined by the date ofConductor qualification.

! As positions for Engineer becomeavailable, Conductors may elect toadvance to Engineer Trainee inseniority order. Engineer Traineesspend several weeks qualifying onthe operation of each class of rollingstock, including troubleshooting andemergency procedures.


Engineer Trainees must again studyeach line for details such as brakingpoints at each station, line-of-sighthazards, etc. As a Federal RailroadAdministrat ion requirement,Engineer Trainees must alsocomplete the requisite training to beFederally licensed as a LocomotiveEngineer. Following completion ofthis training, the employee ispromoted to the permanent positionof Locomotive Engineer.

An essential and integral part of thetraining program is the development of theworking skills necessary to safely operateSEPTA commuter trains while sharingtrack with Conrail freight trains andAmtrak trains, including high-speedMetroliners. Completion of this entiretraining sequence takes at least ninemonths, often up to a year. However, thequality of instruction and the constantscreening processes guarantee a well-qualified employee. This educationalprogram is reinforced by annualexaminations that test proficiency in theBook of Rules.

Safety Allowances

For the first time in history, railroads havebeen hiring candidate employees directlyinto safety-critical positions. Until recently,secondary employment classificationsprovided opportunities to apprentice beforebeing given life-and-death responsibility.For example, the historic position of"Fireman" promoted to classification of theLocomotive Engineer. Economic realitiesin current years have reduced staffinglevels and forced the situation.Accordingly, more extensive trainingprograms that qualify operating candidateemployees directly from raw recruits havebeen developed. Diminished staffingredundancy has created more isolation forcrew members, who no longer have thebenefit of making judgments in thecompany of other employees.

Federal Railroad Administration regulationhas traditionally focused on assuring thatthe carrier operates in accordance with itsown published rules. This has causedrailroad management to weigh their safetyprecautions carefully, as they may be heldaccountable.

In response to accidents in the 1980s, theFederal Railroad Administration instituteda program to license LocomotiveEngineers. These Federal licenses are nowrequired to operate a train anywhere on thenational railroad network. The licensingprogram also provides penalties for unsafebehavior.

FTA and FRA regulations are precise inapplying standards which operators use tomanage employee infractions. This policyalso focuses on employee drug and alcoholuse. This issue has been a concern of bothrailroads and rail transit systems, althoughthe level of specific Federally-mandatedregulation differs at present. Employeemental stability is vital to maintaining asafe environment in passenger services.

Related to this policy is the Hours-of-Service Act, which regulates the length oftime that a safety-sensitive employee canbe on duty. These rules vary by discipline.For instance, a block operator or dispatchermay only work nine hours, followed by aninterval of fifteen rest hours before the nextassignment. Train and engine crewmembers may work up to twelvecontinuous hours and only require eighthours of rest before returning to work.Both employer and employee must keepprecise records of the actual hours workedby each employee. An employee who"outlaws" must cease working, even to theextent of halting a train between stations.Rail transit systems often have similarworking-hour standards embedded in theirrules and/or labor agreements, but usuallyhave some flexibility when dealing withemergencies.


2.5 SCHEDULING STRATEGIES

Alternative strategies to manage rail trafficmovement do exist more commonly thanmight be imagined. The options depend onspecific service requirements, operatorpolicy, equipment performance, volumeand speed of traffic, station spacing,placement of interlockings, signal systems,and other infrastructure characteristics.Carefully applied and managed, thesetechniques and technologies can overcomesome initial objections to joint use fromeither freight or passenger operators. Theability to agree on which methods to applyto satisfy the needs of a dual operation willrequire management support andincentives. The following are techniquesemployed in joint use of various types,with examples of each practice:

Peak-Hour Commuter Windows

This workable approach depends on thejoint users' agreement and suitsunidirectional traffic whose operation isconcentrated in limited peak periods.Passenger operation is ensured priority inthis case. This technique may allowflexibility for expansion of service inresponse to demand. Some risk topassenger service reliability andtimekeeping can be expected due to freighttrain delays. (Example: LIRR MontaukBranch, Jamaica to Long Island City)

Off-Peak Freight Windows and TrafficEmbargo Periods

This practical solution is a modification totemporal separation. It involves schedulingfreight movement for periods when the lineis not used by passenger traffic and issuitable for a peak directional service or acontraflow service, which is against thepredominant flow of freight traffic.Adequate track capacity and stringent traincontrol are essential. Priority formovements or time periods will have to bedealt with. This technique is also not likely

to allow flexibility. Freight train delayscould again be a problem. (Example:midday Conrail local freight on lower NJTRANSIT Pascack Valley Line).

Temporal Separations (Night FreightMovement)

This simple and commonly implementedtechnique uses the clock to separate traffic.The freight and passenger operations aregiven periods of time in which allcompeting traffic is forbidden. Provisionsallow for maintenance, special movements,overlaps, and delays. This technique posesthe least risk to on-time and safe passengeroperation, but creates difficulty for thefreight operator. Risk is diminished,therefore this is a popular joint usetechnique in North America between LRTand freight railroads. (Example: BCLR,SDTI and former domestic operations).

First Come, First Served

This solution implies that the first to enterthe territory possesses it until clear, thenthe next in line proceeds within theconstraints of the signal system. Thisworks in a strictly freight environment, butnot in a passenger environment, sinceschedule adherence and safety arecompromised. Still, it may be acceptablefor a mixed variety of passengeroperations. (No good mixed use examplesexist, but this protocol is employed on theNortheast Corridor).

Continuous Interweaving of Traffic

This solution involves carefully plannedscheduling of all traffic and was commonwhen U.S. freight, commuter, andintercity rail were operated by a singlemanagement. It requires well-maintainedequipment, a superior signal system,multiple tracks, proper supervision, trainflexing options, and revised freightmovement practices. Old rule books dealtwith the "rights of trains." Precedence wasestablished by class (priority) of train. It


assumes regulatory compatibility betweenrolling stock of various operators. Thismay be an ideal joint use solution, butrequires institutional change and capitalinvestment. Such a change would reflectEuropean operating practice, and thereforemay be difficult to implement broadly herebecause U.S. freight trains least resembleoverseas passenger and freight train sizeand performance. (Example: NYC, DC,Chicago, and LA).

Combining High-Speed, Commuter Rail,Freight, and Local Services

This solution involves methods similar tothe previous one, but the addition of high-speed rail causes new demands oncapacity. A more advanced train controlsystem is critical to successful high-speedoperations. Isolation of true high-speedoperations of 110-125 mph or more ispreferable from an operating and safetyperspective. (The Northeast Corridor is theclosest in North America to this practice).Overseas, it is not uncommon to operatehigh speed trains in mixed traffic atreduced velocity over short segments oftheir route.

Limited Track Sharing/Absolute BlockPassing Tracks

This strategy combines scheduling andinfrastructure and assumes two tracks, onededicated to freight and one to passengerservice. The freight track is signal blockedto coincide with crossovers which in turnare spaced to serve as passing sidings forDMU. Passing sidings may be of sufficientlength to enable rolling meets. By dividing

the freight track thereby into absoluteblocks which coincide as DMU passingsidings, non FRA-compliant DMUs canoccupy vacant absolute blocks on thefreight side fleetingly as they meetopposing DMU traffic. This forms a typeof separation with parallel tracks andmomentary "joint" use as protected by theblock system on the freight side. Running adouble track railroad as two separateoperations sacrifices track capacity, whichlimits the utility of this proposal to lowdensity services. Some additional benefitsmay accrue to local freight by furnishingmore flexibility to service local shippers onboth sides of the railroads. (No currentexample of this exists in North America.)

2.6 CONCLUDING COMMENT

During the course of this research,railroads interviewed indicated thatscheduling and novel operating strategiesmay be fully acceptable for an existingoperating scenario serving multipletenants. If a joint operation using thesepractices is successful, a greater difficultymay arise when the demand for eitherpassenger service or freight serviceincreases, additional stops are added, ordifferent performance characteristics areproposed. Passing sidings may have to berelocated, lengthened, or multiple trackadded. Joint use could become a victim ofits own success in attracting more traffic,thereby reaching peak capacity andtriggering capital expenditures and moreintense competition for increased trackspace and larger operating windows.

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CHAPTER 2: OPERATING STANDARDS, PRACTICES, AND ISSUES ASSOCIATED...

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