Transit signal priority (TSP): A Planning and Implementation ...
Partnering: A transit signal priority success story
Transcript of Partnering: A transit signal priority success story
ADDING HIGH-SPEED & COMMUTER RAIL TO A SHORT LINE RR
Hamid Qaasim
Sound Transit
Seattle, WA
Vivian Papen
Sound Transit
Seattle, WA
Todd Popelka
Sound Transit
Seattle, WA
Carol Doering
Sound Transit
Seattle, WA
ABSTRACT
Many existing freight train alignments have been
abandoned or seldom used. As communities grow, these
abandoned short line railroads sometimes provide
economical solutions to obtaining new right-of-way for
expanding commuter rail service. Regional transit
authorities have purchased these short line railroads for
extending their existing passenger services to more
communities along their alignments. Although this
strategy provides considerable savings in time and money
for development of a rail corridor, there may still be
significant challenges involved with upgrading old
alignments to current regulations and higher classes of
service. A successful line extension requires close
cooperation between the regional transit authority, the
Federal Railroad Administration (FRA), local
jurisdictions, businesses, and community organizations
along the alignment to understand and address concerns
of the stakeholders. This paper will discuss how Sound
Transit converted abandoned freight lines into an
extension of its commuter rail system that will soon bring
high-speed rail to Washington. In it we will discuss the
aspects of community partnerships, design challenges,
safety certification, construction, and service delivery for
a commuter rail extension.
BACKGROUND
As gasoline prices continue to rise, the public
becomes more interested in mass transit and transit
districts search for ways to economically move more
people. Some regional transit districts have found that
existing or abandoned freight rail corridors are viable
solutions for new commuter rail line extensions. With
freeways getting more crowded, an increasing number of
drivers are converting to becoming train riders because
commuter rail service can provide a reasonable travel
time in safety and comfort. Additionally, many rail
systems now offer special trains for games and other
weekend events, which further promote ridership and
customer loyalty.
There are many abandoned or underutilized freight
rail alignments available in North America, which can be
upgraded to meet the needs of today’s commuter. As the
ridership demands on public increase, many transit
agencies are considering purchasing these freight rail
alignments. This paper will discuss the design
development, safety, and construction issues that Sound
Transit faced as it converted an underutilized freight rail
alignment into a busy commuter rail extension that will
soon double as of the nation’s high-speed rail corridors.
Figure 1 shows the alignment of the Sound Transit
Sounder Commuter Rail System which consisted of 73
miles of track running from the city of Everett, 34 miles
north of Seattle to Tacoma, 39 miles south of Seattle. The
extension added 8 miles of track going south from
Tacoma to the city of Lakewood and 11.5 miles of
abandoned track going south from Lakewood to Du Pont
that will bring high-speed rail online in Washington in
2016.
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Figure 1: Sound Transit Commuter Rail System
Sound Transit acquired 18.25 miles of Class 2 freight
tracks where 15 miles were being used as a local short
line spur with the rest either abandoned or in a state of
disrepair. This track had to be brought into compliance
with FRA requirements1. A capital construction program
was implemented to convert this track to Class 5 for use
as a commuter rail line that will also carry high-speed rail.
Although acquiring railroad right-of-way, permits, and
municipal requirements provided financial and schedule
challenges, the civil alignment issues proved to be just as
daunting. There was one short line spur connected to the
southern end of the existing commuter rail line, but it had
1 U.S. Department of Transportation – Federal Railroad Administration
– Office of Safety, April 2009, Code of Federal Regulations – Title 49,
Track Safety Standards – Part 213, Subpart A to F Class of Track 1-5
Includes Defect Codes. Omaha, New England: The Rail Education Bureau
to be connected to another freight line that was a few city
blocks away. This required obtaining right-of-way and
building a connector to link the two different freight lines.
There were city intersections to cross and substantial
grade changes to navigate. As design progressed, it
became apparent that linking these two lines might
require grades of 4 to 5% to make up the elevation
differences. One of the design concepts called for an at-
grade crossing through a busy city intersection
immediately after a 3 to 4% slope while another required
lowering a busy street intersection and construction a
bridge over that intersection. You will find the solutions
to these problems in the design and construction sections
of this paper.
BUSINESS, COMMUNITY, &
GOVERNMENT COLLABORATION
A successful transit system relies on timely reliable
service that builds ridership and customer loyalty.
Developing strong bonds with the community and
businesses fosters the relationships that are so essential
for support of a major transportation capital improvement
program. This collaboration is one of the most important
elements of a successful partnership for a safe,
convenient, and user-friendly transit system. The local
community had endured abandoned sections of track and
under-utilized track for years and they wanted to do
something about this attractive nuisance. It was an
eyesore that also presented a safety and security hazard to
the community. Sound Transit had established a
relationship with the local governments, business, and
community groups, through implementation of regional
bus service, commuter rail, and light rail in this
metropolitan area. We met with government, business,
and community groups to see how we could all work
together to improve the quality of life for all of the
stakeholders.
The short line spur had only a few trains a week that
served local small manufacturers and warehouses and
extending the commuter rail service would have a
substantial impact on traffic and safety. We had to work
very closely with the public and the local businesses to
ensure that we minimized the impacts to freight service
and commuter traffic. We had to be particularly sensitive
to the needs for the local businesses to continue to run
freight on these tracks.
At Sound Transit community is a high value and we
held several meetings with the community, businesses,
and the cities during the planning phase to identify the
most significant concerns and we developed working
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groups to address those concerns as a community of
stakeholders. We are extremely proud of our outreach
program and we are very focused on the idea that we are
all one community. Tacoma Washington is the largest
city in this particular line extension and it has an
extension campus of the University of Washington in its
downtown area. In addition to the needs of the university
community, we also had to work with several businesses
that ship and receive materials by rail car on a frequent
and regular basis. The university and these businesses are
vital parts of this community and we wanted to ensure
that we worked with these stakeholders on a
transportation plan that was good for all of us. During the
environmental assessment phase we worked very
carefully to identify any impact of significance so that we
could develop meaningful mitigation plans. We studied
traffic patterns, bicycle routes, and pedestrian pathways to
identify street, sidewalk, or right-of-way impacts in our
Environmental Impact Study (EIS).
We evaluated all of the information collected to
produce an EIS and a design criterion that would
incorporate answers to all of the significant concerns and
needs of these stakeholders. Building public support is a
matter of confidence and transparency gained through
honest collaboration between the transit agency, the
community, businesses and the cities. This collaboration
helped us to design a safe, convenient, and customer
based transit system that serves the community.
TRANSIT SYSTEM DESIGN
Commuter and freight railroads are regulated by the
Federal Railroad Administration (FRA) and the transit
authority must comply with a series of FRA regulations to
implement a new commuter rail service or line extension.
Additionally the Federal Transit Administration (FTA)
provides funding for commuter rail cars and equipment
which means that a commuter rail agency must comply
with regulations from both
As the new line traverses through the old alignment,
trains will travel at much higher speeds and frequencies
than before. Sound Transit worked with local
jurisdictions to plan grade crossing, signalization, and
community outreach. Intersections were equipped with a
combination of pre-emption, channelization, and other
warning devices for crossing safety. The geometry of the
alignment is one of the most important aspects of the
design as it must provide grades that the locomotive can
reliably navigate while crossing intersecting roadways in
a manner that provides for pedestrian and vehicular
safety.
During design development an alignment was
considered that would have a significant stretch of 5%
grades and a skewed crossing at a major intersection.
Concerns were raised about the grades since most
passenger rail grades generally do not exceed 3% and
there are only a few places in the country where diesel
locomotives are subject to such grades. Sound Transit
conducted live brake tests on a nearby short line freight
spur to evaluate braking characteristics on a 5% grade in a
variety of conditions. A consist of four commuter rail
cars and a locomotive were brought up the slope and
stopped. Brake systems on the cars were verified to be
acceptable for service according to FRA requirements23
.
Tests were conducted that evaluated the ability of the
locomotives to start from a dead stop going uphill on the
5% slope in dry, moist, and wet conditions. Of particular
interest was the ability of the locomotive to start on an
uphill grade with leaves on the track. The tests also
evaluated braking ability of the consist on a 5%
downgrade.
Computer models were also run to forecast
locomotive performance and a hazard analysis was
performed to evaluate stopping ability on the 5%
downgrade from 45 mph. The combination of live dead
start tests, computer modeling, and hazard analysis of
crossing safety at the skewed intersection led to
examining a new alignment that would result in lowering
a busy street and constructing a track bridge. Although
significantly more expensive, this alignment proved to be
safer and it provided more reliable performance. Once
selected, the alignment design included a CTC signaling
and communication system to provide a constant warning
signalization for grade crossings. Signage, pre-emption,
crossing gates, bells, and wayside horns were all
incorporated into the design for crossing safety.
2 U.S. Department of Transportation – Federal Railroad Administration
– Office of Safety, June 2002. Code of Federal Regulations – Title 49, Railroad Locomotive Safety Standards – Part 229, Omaha, New
England: The Rail Educational Bureau 3 U.S. Department of Transportation – Federal Railroad Administration
– Office of Safety, April 2002. Code of Federal Regulations – Title 49,
Brake System Safety Standards for Freight and Other Non-Passenger
Trains and Equipment, End of Train Devices – Part 232,Subpart B. Omaha, New England: The Rail Educational Bureau
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CROSSING SAFETY & CERTIFICATION
Sound Transit has a robust safety certification
program456
that provides procedures to implement and
confirm conformance to FRA system safety requirements.
We conducted public meetings along with field surveys of
business along the alignment to gather data on risks and
potential safety hazards to create a baseline for the
Preliminary Hazard Analysis (PHA). Field surveys
included collecting traffic data, reviewing the literature
for accidents, traffic counts, and observation of pedestrian
travel patterns. These field surveys also included video of
peak hour traffic patterns that were correlated with the
proposed commuter train schedule to assure that all
impacts were adequately considered. The alignment goes
through an area near Joint Base Lewis-McCord where
many military families live. This required additional
safety outreach to address the transient nature of military
families with children moving into the area.
Road geometry at each grade crossing was upgraded
to accommodate traffic and pedestrian pattern. This area
had collector streets that ran parallel to the rail corridor on
both sides. These streets were only about 200 away from
the track right-of-way and presented unique challenges to
design of the signaling system for preemption and
crossing gate timing. They also required close
coordination with the city traffic system to avoid
significant traffic jams in these areas. The previous short-
line usage had an occasional locomotive pick up a few
cars a couple of times a week at 15 to 25 mph. The
commuter rail line runs seven trains a day eastbound and
westbound during the peak period at up to 70 mph.
The significantly increase frequency of train
operation noticeably impacts the area and special grade
crossing analysis7 were performed and presented to the
FRA to certify each crossing. These analyses calculated
the probability of auto-train collisions and confirmed that
the crossings were safe from accidents induced by the
new commuter line. They considered the road geometry,
probability of a driver or pedestrian going around the
grade crossing warning gate arm, and the impact of the
parallel streets that were on either side of the trackway.
4 Department of Defense, Defense standard MIL-STD-882E,
Department of Defense Standard Practice - System Safety, 11 May 2012 5 Sound Transit, Agency System Safety Program Plan for Design and
Construction, September 2010 6 Sound Transit, Agency Safety and Security Certification Plan (Design
and Construction), September 2010 7 Sound Transit, Sounder commuter Rail Tacoma to Lakewood Rail
crossing Summary and Hazard Analysis, September 2012
Raised curb channelization and quad-gate arms were
installed in some areas to reduce the chance of drivers
going around the gate arms. This equipment was
synchronized with local traffic signals to provide either
pre-emption or advanced pre-emption for clearing the
high-way grade crossing intersection before a grade
crossing is activated or a train arrives at an intersection
During commissioning Sound Transit confirmed the
Warning Time (WT), Advance Pre-emption Time (APT),
Gate-Down Time of each grade crossing system and the
interfaces with adjacent traffic systems at varying design
speeds. The safety certification program provided for
verification of all warning times and for confirmation that
the constructed facilities met the design criteria for safety
prior to revenue service.
The safety certification program also included
validating and verifying that the alignment were designed
and built according to FRA regulation and safety-related
design criteria as shown in Figure 2. Hazard analysis and
vulnerability assessments were performed to ensure that
all possible hazards were mitigated by either engineering
design or operation rules and procedures. Due to the
staggered construction programs, safety certification had
to include letters of design conformance from the
engineer-of-record for two stations and trackwork that
was constructed two years before beginning the final
construction project. The designer and contractor for the
last section of the signal and trackwork project completed
both design and specification conformance checklists
during the final construction phase.
Operation, maintenance, and emergency responder
training are included in the safety certification program.
Train engineers, conductors, and maintainers were all
trained according to FRA regulations to ensure that they
were familiar with the new alignment. Sound Transit
worked with Amtrak, Washington State Department of
Transportation (WSDOT), and Burlington Northern Santa
Fe (BNSF) to provide an emergency responder training
which covered all aspects of passenger safety and train
operation. A “Hands-on” walk through was also
organized for the emergency responders to physically
examine all of the emergency equipment on the train and
the egress location for possible passenger evacuation.
During system integration, Radio and
Communication Coverage, ROW /Dynamic Envelope,
Train / Track Ride Quality, Rail isolation, Control Center
Interface, Signal Aspect / Sighting, Wayside Sign/
Marker/ Verification/ Visibility, and Grade /Pedestrian
Crossing / Intersection Interface were tested. All of the
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equipment was fine-tuned to confirm that all the systems
were working according to the design. All the necessary
data8 for safety certification was transmitted to the FRA
to verify that all safety certification processes were
performed and any potential hazards were mitigated by
design or O&M training and operations procedures. These
items were validated in the Specification Conformance
Checklist as shown in Figure 3.
8 Sound Transit, Sounder Commuter Rail Lakewood Extension Safety
Certification Verification Report, October 2012
Figure 2: Example of Criteria Conformance Checklist 9
Sound Transit is one of the few agencies that have automated safety certification and our software is called “SafetyLink.
9 Sound Transit, Safety Link – Safety Certification Database
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Figure 3: Example of Specification Conformance Checklist 10
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Sound Transit, Safety Link – Safety Certification Database
CONSTRUCTION STAGING
Having overcome the substantial design challenges,
now it was time to undertake the capital construction
program, which had to be built in phases. The
construction program was divided into several segments.
The Lakewood Commuter Rail Station and Parking
Garage were constructed at the south end of the new line
extension. The Lakewood Layover Yard was constructed
north of the Lakewood Station. The South Tacoma
Commuter Rail Station included the station and
associated trackway improvements for that segment. The
D to M segment included the lowering of Pacific Place, a
track bridge, and track connecting to the south end of the
existing commuter rail line at the Tacoma Dome
Commuter Rail Station. These locations are shown in
Figure 4 to orient the reader to the construction project.
Several of these sections had construction-related issues
that presented challenges to the safety team during
construction and for safety certifying the system.
Figure 4: Sounder Commuter Rail in Pierce County
At the existing end of the line station at Tacoma
Dome, the train stops just north of a busy intersection
where gates were timed to go down and then release
because the train did not proceed any further south from
that point. To initiate service south required setting the
gates to stay down until the train proceeded south through
the intersection to the next stop. Although this is not
novel in itself, the short city blocks required crossings at
multiple intersections to go down within a very close
sequence creating challenges for both noise from the
wayside crossing bells and horns as well as extended
traffic delays for both northbound and southbound. These
constraints were resolved through close coordination with
Safety, Operations, and Engineering to fine tune the
signals and crossing gate timing. Additionally,
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directional wayside horns were installed to mitigate noise
complaints.
The lowered street and track bridge were constructed
about 758 feet south of the existing end of the line station
at the Tacoma Dome Station. This area had significantly
more organic material that originally thought. During
construction, several rebar cages with #11 bars had to be
lengthened with special couplers when the initial drilling
for the caisson did not reach sufficient bearing at the
design elevation. Not only were there inherent delays, the
safety department had to be intimately involved in the
pre-planning and installation inspection of each caisson
after a 130’ rebar cage was dropped and toppled a crane.
Figure 5 shows the completed track bridge, where the
structure was lowered.
Figure 5: Completed Track Bridge
Another source of concern for this segment was a
location where historically people travelled down a
hillside to reach a sizeable mission that fed and sheltered
the homeless.
Figure 6 shows the Right of Way under construction
for the connectors between the two freight lines that are
being upgraded. The new connector track section bisected
this route as it ran parallel to the rear of the mission
campus. Construction for the connector track corridor
and lowering of the street is shown in Figure 7. This was
compounded by the fact that the hillside was steep and
required constant dewatering. We had to acquire
sufficient real estate to install fencing, sound walls,
dewatering, and retaining walls along several hundred feet
of that section. Near that location, we had to install
extended pedestrian crossing gates to accommodate the
extra wide sidewalks that were installed specifically for
bicycles and wheelchairs.
Figure 6: Right of Way Construction
Figure 7: Track Bridge Under Construction
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The project was also plagued by an artesian well and
excessive ground water from a few localized areas. In the
past the area was used to collect and distribute drinking
water to the adjacent communities. During construction
some of these structures that were acting as a cap for the
water supply were unearthed and posed a serious drainage
issue to the adjacent rail track bedding and ballast. Storm
infrastructure was redesigned to convey this large amount
of water downstream away from the track.
One section of the corridor traverses through a
superfund site, which requires special permits or waivers
for excavation, handling, and disposal of disturbed soil
that might be contaminated. Specific training in hazardous
material handling was required for individuals who might
be required to handle these materials. Finally, the layover
yard had to be constructed between the newly installed
trackway during revenue operations hours. In summary,
the construction team overcame some significant
challenges that included control of artesian water,
lowering a street, installing caissons through thick layers
of organic material, lifting 140’ rebar cages, extending
pedestrian crossing arms, constructing through a
superfund site, and constructing between an operating
railroad.
INTEGRATING COMMUTER AND HIGH
SPEED RAIL
Sounder Lakewood Extensions was part of the
WSDOT High Speed Rail Project. After the commuter
train services were extended to Lakewood, WSDOT was
working closely with ST to plan, design, and built the Pt.
Defiance Bypass Project. The existing passenger services
require slowing down due to curves and single-track on
the Freight main line tracks. The Pt. Defiance Bypass
Project will be running along I-5, which can reduce the
time for the passenger services and maintain the train
speed.
WSDOT organized a Technical Advisory Group
which is composed with all the cities along the alignment,
Pierce County, Military bases, school district and ST. The
Technical Advisory helps to identify and review the
design that possible be the locally preferred option,
minimize adverse project effects and identifying any
possible mitigation measures which are locally preferred.
The Technical Advisory Group brings different agencies
to address any potential concerns and will be able to
reduce the time for any design review.
Since High Speed Rail will share the same corridor
with the Commuter Rail, WSDOT has been
communicating with ST to review the alignment, possible
emergency evacuation location, system (grade crossing,
fencing, etc.) design, and community rail safety outreach.
In addition, ST was able to share any challenges during
the commuter rail extended to Lakewood. WSDOT and
ST are planning to perform hazard analysis jointly to
identify any possible hazards along the alignment, which
may be only for some specific location along the
alignment. The hazard analysis workshop will be
including all jurisdictions along the alignment to ensure
all possible hazardous situations and concerns are
mitigated by design or operation procedures.
WSDOT has already been working with the local
cities to review the traffic pattern and volume to consider
the possible grade crossing design. If necessary, at-grade
crossing may be eliminated to provide a safe and
exclusive Right of Way (ROW) for the high speed rail.
While the freight line alignment has been for a period of
time, WSDOT and ST will be required to establish an
intensive rail safety community outreach program to
communicate with the business and community along the
alignment about rail safety.
Sounder Lakewood Extensions was part of the
WSDOT High Speed Rail Project. After the commuter
train services were extended to Lakewood, WSDOT has
worked closely with ST to plan, design, and built the Pt.
Defiance Bypass Project.
Prior High Speed Rail is opening to the public for
revenue service, the High Speed Rail Authority
(WSDOT), the Commuter Rail Authority (ST), and the
Operating Railroad (BNSF) plan to model the Commuter
and High Speed Rail Schedule to confirm the train
schedule, and mitigation of route conflicts. All existing
grade crossings have been accepted by the local
jurisdictions before High Speed Rail was considered to be
implemented along the alignment. The High Speed Rail
Authority will work with ST to re-certify all the grade
crossings with higher train speeds to confirm that all the
warning equipment is activated with the adequate warning
time to the public.
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MAINTAINING LOCAL SHORT-LINE
SERVICE
Short-Line Railroad alignment has been servicing the
community before the commuter rail service and high
speed rail services are added. Generally, Commuter
service runs during the morning and the afternoon peak
hours for the community to travel for work and the high
speed rail will be running after and before the commuter
service. Since the Commuter and high speed rail services
are added to the Short-Line, the freight train (Short-Line
Service) and scenic railroad service require working with
the central dispatcher to ensure safe operation.
Operating procedures for the both Short-Line Service
and scenic railroad were updated and reviewed with ST
and WSDOT to ensure the interfaces with the Commuter
and high speed rail services are not affected. In addition
to updating the operating procedures, ST, WSDOT,
BNSF, Short-Line Rail Company, and the Scenic
Railroad Service reviewed the daily operating routine and
discussed any potential hazards when the commuter rail
and high speed rail are operating on the Mainline.
DELIVERING THE DREAM (OPENING)
The union of construction and operation plans come
together to deliver the dream of opening a new rail service
to a community. Approximately six months prior to an
opening date a team of people meet regularly, bi-weekly
and then weekly to address any gaps in construction
activities, develop a communication plan, exchange
information on key audience feedback from the
stakeholders. The goals of these meetings were to
strategize and develop appropriate activities that celebrate
and appreciate the local community members who have
shared in all phases of the project. Knowing the culture
and habits of a community is key to scheduling a
successful opening day celebration. For instance, you
would not want to schedule an opening for a Sunday
morning in a community that has a firm commitment to
attend Sunday religious services.
Sound Transit produced “Zoomin’ through the Sound” as
its rail safety video to introduce this new commuter line to
the community. It can be found on our safety website at
http://www.besmartbesafe.org or on YouTube at
http://www.youtube.com/watch?v=yAjs_2LJ3ec
The video was recognized by the Mercury Awards
with an Honor award in the Public Service Campaign
category. The Mercury Awards is an international award
program with awards for all communication fields. A
popular Seattle hip-hop group, the Blue Scholars
partnered with Sound Transit to deliver train track safety
messages in an unexpected and authentic way. The
messages were delivered in a contemporary artistic form
to capture the ear of a current audience. These messages
address the hazards of using headphones as a risk to not
hearing the train bells and horns and to be smart around
the tracks by staying behind the yellow line on the
platform and not trespassing on the tracks. The video has
been well received having over 130,000 viewers since its
release in October 2012.
Since trains had not run in this corridor for many
years, an adjustment period was needed for residents to
become aware of the new service. Communities were
educated about rail safety habits. An educational
campaign began approximately 12 months prior to the
anticipated service. The goal of the campaign was to
teach the public about hazards and desired behaviors
when driving and walking around tracks and trains. Staff
met with all stakeholders, i.e., civic organizations,
community leaders, business owners, city officials and
local law enforcement to get a sense of where people
gather, their travel patterns and the existing resources for
shared communication. Based on what is learned, a
strategic work plan is developed to guide the
implementation phase of the safety education plan.
During the opening week, street teams of staff,
volunteers, police, and paid support were out in force to
provide advertising, train schedules, answer questions,
and collect any information necessary to improve the
customer experience. Adding a new commuter rail line
extension involved almost every department of the transit
agency and each phase presented its own collection of
unique challenges. We hope that this paper has provided
you with a glimpse into the organizational challenges that
are faced by a rail transit agency when converting an
abandoned freight line to commuter rail service.
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REFERENCES
Sound Transit, Sounder Commuter Rail Lakewood
Extension Safety Certification Verification Report,
October 2012
Sound Transit, Sounder commuter Rail Tacoma to
Lakewood Rail crossing Summary and Hazard Analysis,
September 2012
Sound Transit, Safety Link – Safety Certification
Database
U.S. Department of Transportation – Federal Railroad
Administration – Office of Safety, April 2009, Code of
Federal Regulations – Title 49, Track Safety Standards –
Part 213, Subpart A to F Class of Track 1-5 Includes
Defect Codes. Omaha, New England: The Rail Education
Bureau
U.S. Department of Transportation – Federal Railroad
Administration – Office of Safety, April 2002. Code of
Federal Regulations – Title 49, Brake System Safety
Standards for Freight and Other Non-Passenger Trains
and Equipment, End of Train Devices – Part 232,Subpart
B. Omaha, New England: The Rail Educational Bureau
U.S. Department of Transportation – Federal Railroad
Administration – Office of Safety, June 2002. Code of
Federal Regulations – Title 49, Railroad Locomotive
Safety Standards – Part 229, Omaha, New England: The
Rail Educational Bureau
Sound Transit, Agency System Safety Program Plan for
Design and Construction, September 2010
Sound Transit, Agency Safety and Security Certification
Plan (Design and Construction), September 2010
Department of Defense, Defense standard MIL-STD-
882E, Department of Defense Standard Practice - System
Safety, 11 May 2012