APPENDIX_A_-_ATIP_SOW_-_Amendment_3.pdf

Automated Track Inspection Program (ATIP)

APPENDIX A – Statement of Work (SOW)

Federal Railroad Administration ii Office of Railroad Safety

Table of Contents

AUTOMATED TRACK INSPECTION PROGRAM (ATIP)

APPENDIX A – STATEMENT OF WORK (SOW)

TABLE OF CONTENTS .................................................................................................................................................. II

LIST OF FIGURES ......................................................................................................................................................... III

A-1 INTRODUCTION AND INFORMATION ABOUT AUTOMATED TRACK INSPECTION

PROGRAM

BACKGROUND

SCOPE OF WORK

AUTHORITY

POLICY

A-2 STATEMENT OF WORK (SOW)– ATIP FLEET SERVICES

FLEET MANAGEMENT

Definition of Active and Inactive Compliance Inspections

ATIP GEOMETRY CAR FLEET MAINTENANCE

SYSTEM COMPLIANCE

MANAGEMENT OVERSIGHT AND REPORTING

A-3 STATEMENT OF WORK(SOW) PERFORMANCE REQUIREMENTS

A-4 STATEMENT OF WORK(SOW) GENERAL INFORMATION

PERIOD OF PERFORMANCE

APPLICABLE DOCUMENTS

PERSONNEL

TECHNICAL EXHIBIT II – GOVERNMENT FURNISHED EQUIPMENT (GFE)

REQUIREMENTS

TECHNICAL EXHIBIT III – RAILROAD PROVIDED SERVICES

TECHNICAL EXHIBIT IV – CONTRACTOR PROVIDED SERVICES

TECHNICAL EXHIBIT V – TRACK GEOMETRY REQUIREMENTS

GEOMETRY MEASUREMENT SYSTEM

TGMS TECHNICAL SPECIFICATIONS

MEASUREMENT SYSTEM ACCURACY MANNED OPERATIONS

MEASUREMENT SYSTEM ACCURACY UNMANNED OPERATIONS

TRACK GEOMETRY QUALITY

TGMS DEFINITIONS

PROCESSING AND CLASSIFCATION OF EXCEPTIONS

EXCEPTION DETECTION AND CLASSIFICATION

DIFFERENTIAL GLOBAL POSITIONING SYSTEM (DGPS)

RIDE QUALITY MEASUREMENT SYSTEM (RQMS)

TECHNICAL EXHIBIT VI – COMPUTER NETWORK INTERFACE REQUIREMENTS

STANDARDS

COMPUTER SECURITY

FRA IT SECURITY CLAUSE

GENERAL SENSOR SYSTEMS

OPERATION FUNCTIONS

DATA PRESENTATION

DISPLAYED INFORMATION

PRINTED INFORMATION

Federal Railroad Administration iii Office of Railroad Safety

VIDEO STRIP CHART

DATA TERMINAL

PRINTERS/HIGH SPEED LASER PRINTING SYSTEM

RECOVERY FROM POWER FAILURE AND IRREGULARITIES

UNINTERRUPTIBLE POWER SUPPLY (UPS)

MONITORS

OPERATORS CONSOLE

DISPLAYS

TECHNICAL EXHIBIT VII – ACRONYMS

List of Attachments A-ATIP Safety Policy Statement B-Track Safety Compliance Manual C-ATIP Letter of Notification D-ATIP Alcohol-Drug Policy E-Exception Summary Report F-Geometry Car Maintenance Information G-ATIP Mgt and Administrative Reports H-Directives and Documents I-Performance Req Summary (QASP) J-ATIP Gov’t Furnished Property K-IT Memo of Understanding

List of Figures

Figure 1 Track Geometry Car Planning Error! Bookmark not defined.

Figure 2 Exception Processing 49 Figure 3 Crosslevel Exception Detection 50

Federal Railroad Administration 1 Office of Railroad Safety

A-1 Introduction and Information about Automated Track Inspection Program

BACKGROUND

This section provides a historical and functional understanding of the Automated Track Inspection Program (ATIP) in terms of operation, policy, on-track safety requirements, geometry measurement technology, and national deployment of the Federal Railroad Administration (FRA) track geometry inspection cars. Under the statutes mandated by Congress, ATIP conducts operational surveys of the United States rail transportation network to determine railroad compliance with the Federal Track Safety Standards (TSS) and national defense. The program is managed by FRA’s Office of Railroad Safety and logistic support is provided under contract.

The ATIP operation which began in 1974 serves an important role in FRA’s overall compliance programs. Constant change in the railroad industry (i.e., mega mergers, heavier rolling stock equipment, and more trains reaching maximum track capacities) elevates the importance and ability to inspect track safer, faster and provide accurate inspection surveys, while not interfering with railroad operations. The broad purpose of ATIP is to minimize the risk of a passenger or catastrophic hazardous material accident/incident by accurately collecting and disseminating track geometry information and intelligence to FRA and respective railroads. The primary safety-related use of ATIP is the supplemental assistance provided to all Inspectors in identifying the most important noncompliant track geometry locations and conditions for evaluation and remediation. Through the precise measurement of existing track structure, system analysis, and asset management procedures, data produced by ATIP provides a visible representation of a railroad’s track inspection and maintenance program condition. Key to ATIP safety success is the advance detection of potential accident-causing hazards. In order to ensure the safety of the nation’s railroads, ATIP compliance surveys impart the appropriate basis for Inspectors to safeguard rail transportation with compulsory operational and maintenance remediation.

To meet these requirements, ATIP onboard instrumentation generates an efficient, quantitative statement (track geometry report) of known track conditions, and affords a cost-effective means of expanding regional as well as national inspection coverage. ATIP is world renowned as the most advanced automated geometry measurement systems of their kind and exemplify state-of-the-art computerization and laser equipment technology to measure track geometry (i.e., gage, alignment and track surface) dynamically or under load. ATIP deploys a fleet of five

(5) rail bound geometry cars to expand Inspector capabilities and productivity, provide regional analysis and statistical characterizations of safety trends, support efficient and effective track system maintenance and planning and most importantly—immediately identify unsafe track geometry noncompliance that require remediation.

Special ATIP inspection surveys are occasionally undertaken to support the Office of Railroad Policy and Development (RPD), other offices within FRA, and other government agencies (e.g., Department of Defense, Department of State, Department of Homeland Security, and Department of Energy), including possible surveys outside the boundaries of the United States.

Each special ATIP survey generates individual task orders, complete with specific performance, inspection details, and required personnel competence.

Federal Railroad Administration 2 Office of Railroad Safety

SCOPE OF WORK

The Office of Safety Assurance and Compliance administers the ATIP contract(s) whereby a contractor shall operate and maintain FRA owned geometry cars, as designated, in accordance with the requirements stated herein. The contractor shall also be required to provide upgrades and supporting functional task order services integral to the program. FRA geometry cars incorporate state-of-the-art instrumentation that generate an efficient, quantitative statement of known track conditions, provide a cost-effective means of expanding national inspection coverage to better measure effectiveness, and achieve the mission of railroad accident prevention.

The primary purpose of this contract is to obtain ATIP survey inspection operation (including potential remote survey inspections), preventive and remedial maintenance, other associated equipment supporting services, and application support services for the Government Furnished Equipment (GFE) and FRA owned geometry cars.

The ATIP Program Manager (PM) is the senior manager who has defined authority and responsibility for ensuring the requirements of safety management are implemented and maintained. ATIP has endorsed a Rail Safety Management practice incorporating effective system controls and a capacity for the implementation, analysis, review, and auditing of processes associated with rail safety management. The contractor shall designate key personnel to include a Program Manager and various staff to manage and accomplish the task orders issued. The assignment of specific functions to be performed or issues to be analyzed will be coordinated, in writing, between the COR and the contractor Program Manager.

The contractor shall provide ATIP with capable core systems with a viable, interoperable, open architecture structure in support of management operations, and focused with the mission to, “ensure that our nation has safe, secure, and efficient rail transportation that enhances the quality of life for all.” In supporting the ATIP mission the contractor shall:

a. Promote safety by working toward reducing geometry-related derailments.

b. Provide the capability to generate real-time geometry exception report for the entire surveyed area of operations, via the Internet.

c. Provide Capacity for the development of other novel projects to assist Inspectors in fostering the identification and evaluation of geometry defect locations and conditions, e.g. development of track quality indices and other detection tools or statistical software.

d. Support the secure movement of people and goods on the nation’s rail transportation network,

e. Protect and enhance communities and the natural environment affected by rail transportation.

f. Process, integrate, display, distribute, translate, and forward data from onboard geometry car instrument sensors, data links, and other agencies to maintain level of compliance with applicable regulations.

g. Promote the ability to achieve program results.

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h. Acquire necessary training, documentation, and technical support to enable a usable and supportable FRA geometry car,

i. Maintain FRA’s fleet of state-of-the-art geometry cars and track geometry measuring systems, which are calibrated and fully meet FRA requirements, making available the associated calibration and maintenance records to the FRA,

j. Produce and deliver the required quantities of FRA geometry car parts and associated spares,

k. Ensure that critical FRA functions are immune from malicious service and / or functional disruptions to which the shared public networks are vulnerable (i.e., so-called cyber-attacks), and

l. Support the entire range of FRA headquarter and regional plans, including routine scheduled operations and ad hoc track testing through augmentation of innovative, site-specific, task orders.

AUTHORITY

FRA’s authority to operate the FRA track geometry cars is contained in the recodified 49 U.S.C.

20107 (formerly Federal Railroad Safety Act of 1970, Section 208 and 208c). FRA has been progressively involved with track safety since first legislated. Three pertinent extracts from the Act are:

1. “The purpose of this Act is to promote safety in all areas of railroad operations and to reduce railroad related accidents . . .”,

2. “ . . . conduct as necessary, research, development, testing, evaluation and training in areas of railroad safety . . .”, and

3. “ . . . officers, employees, or agents of the Secretary of Transportation . . . are authorized to enter upon, inspect, and examine rail facilities, equipment, rolling stock, operations, and pertinent records at reasonable times and in a reasonable manner.”

Following the enactment, the first TSS was implemented in October 1971. Through the TSS, Congress granted FRA comprehensive authority over “all areas of railroad safety” (see 36 Fed.

Reg. 20336 and 49 U.S.C. 20101, et seq.). FRA envisioned the new standards to be an evolving set of safety requirements subject to continuous revision allowing the regulations to keep pace with industry innovations and agency research and development.

FRA amended the TSS with minor revisions several times in the past two decades. The TSS are contained in 49 Part 213 Code of Federal Regulations (CFR) and divide railroad track into nine (9) speed-related classifications, ranging up to 200 miles per hour. Permissible variations of track geometry are given for each track class. FRA delegates inspection authority to approximately 90 federal track safety inspectors and 30 certified state inspectors, to monitor and assess railroad track compliance and track owner maintenance records and safety procedures.

POLICY

This section outlines FRA policy governing the geometry cars’ track inspection over the nation’s railroads. FRA Inspectors and contractor personnel in many instances perform comparable work that is intended to protect railroad employees; however FRA Inspectors and contractors are not railroad employees, and as such, are not governed by federal regulations. In principle, both

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Inspectors and contractors work alongside railroad employees, and individually are involved in each aspect of their railroad work (e.g., exposed to the same hazards of being struck by moving trains or on-track equipment, defective railroad equipment, falling from bridges, etc.).

Therefore, by FRA policy, ATIP contractor(s) shall abide by the terms, conditions and all relevant FRA safety regulation requirements, railroad rules, and safety hazard elimination when FRA geometry cars are a tenant of the railroad, afforded operational protection, and is performing safety-sensitive functions on a railroad.

FRA geometry cars are designed to safely inspect the designated high-speed passenger corridors, hazardous materials routes, and general transportation routes nationwide that attract high media attention. FRA provides awareness to its statutory and regulatory responsibilities for rail safety, as detailed in the CFR, policy statements, and various railroad rules that apply to ATIP operations. FRA has established procedures and systems to ensure regulatory compliance with rules, regulations and laws. Consequently, FRA geometry cars are designed to be compliant and best serve the FRA and public safety interest.

Railway Safety Management Policy

Since January 2006, ATIP has achieved accreditation under International Standard Organization (ISO) 17025 by demonstrating compliance with the necessary quality standards. ATIP is also compliant with applicable requirements of the Code of Federal Regulations (CFR) and Association of American Railroads (AAR) interchange regulations and rules, respectively. In order to maintain these accreditations, it is necessary for the contractor to:

1. Maintain sufficient responsibility for railway operations and insurance coverage for any risks reasonably expected to be encountered in the course of its activities per direction provided by FRA,

2. Comply at all times with the provisions of the above-mentioned legislature or any relevant standard impacting its accredited activities and any conditions attached to its accreditation,

3. Maintain its access rights to the United States railway network on which it operates and continue to meet its safety obligations in accordance with any associated terms and conditions, and

4. Remain accountable for the rail safety activities undertaken by contractors and subcontractors on its behalf or at [its] direction.

Wherever changes to current safe working practices, procedures, the scope and location of operations or the technology used in rail safety work demonstrates a potential for material change, increasing previously determined risk levels, the contractor shall consult the appropriate regulatory authority to determine whether its accreditation requires a variation or a new condition. The written approval of the appropriate regulatory authority shall be obtained before any material change is implemented.

External parties involved in major contracts shall be made aware of contractor responsibilities and regulatory requirements. These parties shall be required to adopt ATIP rail safety procedures, or develop their own complimentary systems and processes for ensuring

Federal Railroad Administration 5 Office of Railroad Safety compliance with them. To ensure representation and quality, FRA will monitor and report noncompliant conditions.

The contractor shall endorse, conform, and be committed to the Rail Safety Policy. External parties involved in major contracts shall be required to develop and demonstrate the existence of a corporate policy that supports a commitment to safety and the protection of property from damage. Safety policies shall be implemented and maintained at all levels within ATIP. Policy language shall be clear, concise and easily understood. Copies of ATIP’s Rail Safety Policy statement (refer Attachment A) shall be displayed in a prominent location on FRA geometry cars. FRA Inspectors reinforce the role and responsibility that individuals have in rail safety activities.

ATIP has endorsed a Rail Safety Management practice incorporating effective system controls and a capacity for the implementation, analysis, review, and auditing of processes associated with rail safety management.

ATIP employs a structured review process to ensure the ongoing effectiveness of its Railway Safety Management System. To this extent, regular Rail Safety Review meetings are held.

Meeting membership is drawn from ATIP inspection survey personnel and RPD personnel.

Meetings typically consider, but are not limited to:

1. Overall status of identified rail safety issues,

2. Audit observations and recommendations for corrective action,

3. Technological innovations,

4. Incident statistics and trends, and

5. Accreditation issues and requirements for regulatory compliance.

Minutes of Rail Safety Review meetings shall be recorded and retained by the ATIP contractor.

External parties are invited to participate in the meetings where the topic for consideration relates to their area of responsibility.

Railway Safety Management Function

This section enumerates the high-level Rail Safety Management functional requirements for ATIP through conceptual design, fabrication, operation and maintenance of geometry cars and requires the contractor to provide technical architecture alternatives, upgrades and supporting task order services integral to ATIP. Specifically, ATIP contractor shall provide thefollowing requirements:

• Provide ideas and suggestions that demonstrate alternative approaches to designing, developing, operating, and managing ATIP;

• Incorporate state-of-the-art instrumentation or technical feasibility alternatives or assessments, that shall generate an efficient, quantitative statement of known track geometry and structure conditions, provide a cost-effective means of expanding national inspection coverage to better measure effectiveness, and achieve the mission of railroad accident prevention;

• Identify ways to conduct safe, accurate, and efficient surveys with the foci to develop a comprehensive automated inspection supplement that eventually may go beyond

Federal Railroad Administration 6 Office of Railroad Safety manual inspection imprecision by improving the method and practice of measuring substandard track conditions;

• Demonstrate through the precise measurement of existing track systems and analysis approaches, how data produced by the geometry measurement systems offers a visible representation and beneficial information from railroad inspection and maintenance program efforts, track quality, and how gathered track geometry inspection data would assist FRA Inspectors in determining differences from design and performance-based compliance with the Track Safety Standards ;

• Describe the performance and responsibility for all activities and services including:

o Management/administration, overall planning, hardware and software design, fabrication, training, and quality control that would be contained in task orders during a contract period, o Operation (in accordance with railroad operating rules) and maintenance of the government-furnished geometry car safely and efficiently, o Accurately recording track geometry data, o Performing corrective and preventive maintenance work, making the necessary adjustments and performing all activities required to keep the FRA geometry car’s equipment and instrumentation in an operational, safe, clean and orderly condition, o Showing ways to determine and implement appropriate solutions to the FRA geometry car’s measurement system hardware, firmware and software problems, and providing experienced and qualified personnel to perform the required operational, maintenance and repair service (labor and parts), and o Additional services or equipment required by changes in mission assignments, which shall be specified and ordered only by written contract modifications.

• Demonstrate the design and maintenance of FRA geometry cars to operate safely, in accordance with specific 49 CFR regulations, and the mechanical requirements of the Association of American Railroad (AAR) Interchange Rules, and ATIP Safety Manual and offer how the FRA geometry car(s) shall be equipped with required drawbars and couplers, airbrake reservoir and apparatus, a dead-engine feature to permit locomotive towing, and markers and illumination;

• Provide continued design and assurance of continuous quality improvement in service and technology tools and the capacity for the development of other tools to assist Inspectors in fostering the identification and evaluation of geometry defect locations and conditions;

• Provide and be responsible for the necessary trained personnel availability to support FRA geometry car performance-based requirements and ensure anywhere the FRA geometry cars operate, TGMS instrumentation onboard records applicable track geometry measurements in all types of weather;

• Establish and maintain a complete Quality Control Program (QC) in accordance with the Federal Acquisition Regulations and the provisions of this section;

• Furnish data for FRA TDMS Geographic Information System (GIS) mapping and ATIP applications;

• Support data transmission to FRA ATIP Website;

• Maintain interconnections or gateways to the Internet or other public or private networks. This applies to any network management, control, and maintenance functions for ATIP as well.

Federal Railroad Administration 7 Office of Railroad Safety

• Support FRA TDMS critical government functions and keep ATIP immune from malicious service and/or functional disruptions to which the shared public networks are vulnerable (i.e., so-called cyber-attacks). In particular, it shall be impossible for malicious or intentionally disruptive activities (e.g., denial of service attacks) to be perpetrated within ATIP from any network external to ATIP. Similarly, it shall be impossible for malicious code (e.g., computer viruses) to penetrate ATIP from any network external to ATIP;

• Provide the highest levels of ATIP data reliability and availability including track geometry measurement methods and access diversity, and rapid response times for customer comments or concerns; and

• Evolve ATIP to maintain technology and service currency with state-of-the-art commercial services to the maximum extent practical.

Railway Safety Audit Guidelines

ATIP has developed a program for monitoring compliance with documentation and procedures applicable to Railway Safety Management. Internal and (where necessary) external [ISO, IT Security, etc] audits are carried out in accordance with schedules, which are managed by PM.

Audits are scheduled on the basis of the status and importance of the activity being performed.

The results of audits are documented and brought to the attention of the contractor having responsibility in the area being audited. The contractor (or responsible employee) is required to take corrective action on any deficiencies found by the audit.

The PM authorizes all audit reports generated within ATIP. These reports are to be provided to the FRA by the contractor and are considered as part of ATIP Rail Safety Review process.

Contractors involved in the performance of rail safety work for ATIP shall be required to provide the PM a system of internal auditing. ATIP may elect to conduct its own audit of a contractors’ management system, relative to rail safety. This audit may be conducted by FRA Inspectors or a third-party organization and shall be arranged in conjunction with the party being audited.

Other requirements not directly related to ATIP operation and maintenance services shall be addressed. Examples of such requirements include security policies and security management requirements, security of ATIP network management and control technologies, network capacities, service level agreements, and other important considerations.

FRA Track Geometry Inspection Cars

The contractor shall ensure that FRA geometry cars conduct safe, accurate, and efficient surveys with the focal point on developing a comprehensive automated inspection supplement that eventually may go beyond manual inspection imprecision by improving the method and practice of measuring substandard track conditions. Through the precise measurement of existing track systems and analysis approaches, data produced by the FRA geometry cars offers a visible representation of and beneficial information concerning railroad inspection and maintenance program efforts. The contractor shall provide gathered track geometry inspection data to assist FRA in determining design and performance-based compliance with the TSS. Some of the key areas of the main objectives are as follows:

1. Provide a quality and beneficial customer service to the public and the railroad industry, assuring a safe environment and a positive contribution to the economy;

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2. Objectively assess a surveyed railroad's compliance with and to evaluate the effect of proposed changes in the Track Safety Standards ;

3. Set priorities for enforcement activities, compliance agreements and assessments, and defect analysis;

4. Utilize onboard geometry measurement, digital imagery, and geographic reference systems for the inventory of track structures (e.g., turnouts, at grade railroad crossings and highway-rail crossing locations) and perform quality assurance; and

5. Access FRA’s Track Data Management System (TDMS) database to support special safety studies, including accident/incident investigations, congressional and public requests, and access to historical data for a particular-surveyed railroad to identify, correlate, and develop track safety trends and prevent long-term trends of substantial degradation in safety and performance;

Generally, ATIP geometry cars are towed by railroad owned locomotives and operated by qualified crew members. Railroad engineering personnel may be onboard to evaluate and remediate track defects encountered en route. FRA Inspectors may be onboard to supervise the FRA geometry car movement and to ensure noncompliant track conditions are remediated. FRA relies on ATIP information and intelligence as a primary tool and as a source of data for safety assurance and resource allocation.

The ATIP fleet consists of 9 total vehicles. 7 geometry cars, 1 support car, and 1 Hy-Rail. Publicly identified by UMLER1 with a DOTX prefix 216, 218, 219, 220, 221, 223, 225, 226, and Hy-Rail R4.

More information about the cars can be obtained at: http://atip.fra.dot.gov.

LOT-1 DOTX216

DOTX 216 was originally built in 1968 by the Budd Company for the Penn Central Railroad as a self-propelled “Metroliner”, car number 803. It was later rebuilt by Amtrak and used as a cab car, number 9642, for service on the Northeast Corridor. In 2000, DOTX 216 was converted by ENSCO, Inc. and Delaware Car Company to a high speed research platform for the FRA’s Office of Research and Development. Although the geometry car is owned by the FRA’s Office of Research and Development, it is often used by ATIP to support the Office of Railroad Safety’s mission.

DOTX 216 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a multi-car ride quality measuring system (RQMS), and other instrumentation for conducting track measurements at speeds up to 125 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss.

The RQMS measures lateral and vertical carbody accelerations, lateral truck acceleration, and vertical acceleration at each end of one axle. The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

1 UMLER is a registered rail equipment reference, e.g., DOTX 217 is the same as T17, etc.

http://atip.fra.dot.gov/

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LOT-2 DOTX 218/220

DOTX 218 was originally built in 2004 by ENSCO, Inc. and Plasser American for the FRA. The car was specifically designed to support FRA’s Research and Development initiatives in the area of gage restraint measurement. The car has operating desks at each end, a data viewing and track observation area, an instrumentation area, a small kitchen, a restroom, a tool storage and work bench area, and a mechanical room. Although the geometry car is owned by the FRA’s Office of Research and Development, it is often utilized by ATIP to support the Office of Railroad Safety’s mission.

DOTX 218 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a gage restraint measurement system (GRMS), and other instrumentation for conducting track measurements at speeds up to 80 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss.

The GRMS measures unloaded gage, loaded gage, lateral force, and vertical force. The GRMS measured parameters are used to derive gage widening projection (GWP) and projected loaded gage (PLG). The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

LOT-3 DOTX 219/223

DOTX 219 was built in 2006 by ENSCO, Inc. and Plasser-Theurer for the FRA. The car was specifically designed to support ATIP operations. This self-propelled rail-bound track measurement survey car was constructed with dual power plants, hydrostatic transmissions, and electrical generators. DOTX 219 can be configured for towing by locomotives and has been operated in this mode, continuously, since early 2010. The survey car was designed with special consideration toward crashworthiness regulations and maximum operation clearance flexibility achieved through its carbody design. The car is equipped with an ADA compliant lavatory, an observation area, work bench, computer operator room, and operating cab. DOTX 219 is powered by an advanced programmable logic controller (PLC) system to ensure precise interaction of all of its subsystems.

DOTX 219 is equipped with a track geometry measurement system (TGMS), a rail profile measuring system (RPMS), a ride quality measuring system (RQMS), and other instrumentation for conducting track measurements at speeds up to 90 mph. The TGMS measures distance, gage, cross-level, curvature, alignment, and profile. The system compares measured values to the thresholds in the FTSS and flags exceptions for user review. The RPMS measures cant, rail-head width, gage-face angle, gage side lip, field side lip, gage to center width, and reference height. It also determines rail type based on the measured profile. Using the rail type, the system measures gage face wear, field face wear, vertical wear, and head loss. The RQMS measures lateral and vertical carbody accelerations, lateral truck acceleration, and vertical

Federal Railroad Administration 10 Office of Railroad Safety acceleration at each end of one axle. The onboard measurement systems share a common networked user interface, which provides a single point for system control, integrated display and reporting functions, and data storage.

LOT-4 DOTX 221

DOTX 221 was originally built in 1954 by the Pullman Car Company for Canadian National Railway (CN). After disposition by CN, the car was used by various charter services until the FRA purchased it in 2005. The car has four double occupant sleeping berths, a lounge area, an office area, a small kitchen, a restroom, and small storage area. The car is used by FRA as a crew support car for operations in revenue Amtrak trains, as a platform for unmanned track assessment technologies, and other operations as needed.

DOTX 221 is equipped with an automated track geometry measurement system (ATGMS) and a Vehicle Track Interaction (VTI) system. The ATGMS measures distance, gage, cross-level, curvature, alignment, and profile. Measured parameters are transmitted via cellular modem to a server for storage and exception dissemination. The VTI monitors carbody lateral and vertical acceleration, truck lateral acceleration and axle vertical accelerations. Accelerations exceeding user defined thresholds are flagged as exceptions, which are displayed onboard with location information.

LOT-5 DOTX 225

DOTX 225 was originally built in 1978 by Pullman Car Company for the Escanaba and Lake Superior Railroad (ELSRR) to haul paper.

This platform will be put into service for the ATIP unmanned operations and will operated completey remotely.

LOT-6 DOTX 226

DOTX 226 was originally built in 1978 by Pullman Car Company for the Escanaba and Lake Superior Railroad (ELSRR) to haul paper.

This platform will be put into service for the ATIP unmanned operations and will operated completey remotely.

LOT-7 R-4 (Hy-Rail) R-4 was procured in April 2007. This truck was acquired to help supplement the Research and Development department of FRA.

R-4 will be used a vehicle that can be deployed throughout the country and can be equipped with multiple mobile test systems.

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On-Track and Onboard

The contractor shall assist Federal Inspectors assigned to FRA geometry cars with applicable compliance of railroad operating rules, special instructions, and specific ATIP policy procedures.

FRA geometry cars are designed and constructed to operate safely in accordance with railroad rules, federal regulations, and ATIP policy. Safety onboard and operation of FRA geometry cars are of the utmost importance. Consequently, safe ATIP inspection surveys are the responsibility of everyone onboard. Assigned FRA (meaning federally and contractually employed) personnel are held accountable for the authority, enforcement, and control of this policy. Any unsafe situation that does not conform to the procedures and instructions shall be immediately reported to FRA regional and headquarters managers.

ATIP contractor employees shall conduct activities in accordance with the specific instructions related to ATIP Safety Manual and the instructions in the Roadway Worker Protection section of the Workplace Safety Compliance Manual. The contractor, in coordination with the Federal Inspector onboard, will take the lead and provide a job briefing on general geometry car safety apparatus and on-track protective procedures whenever anyone comes onboard or leaves the FRA geometry car and fouls a track. The job briefing shall discuss at a minimum the following:

1. General communication methods and procedures during emergencies,

2. Location of geometry car safety apparatus, i.e., fire extinguishers, first aid kits, and identifying individuals onboard trained in CPR,

3. Procedures for egress through specific doorways and windows, and

4. Applicable operating hazards and procedures when fouling the track.

The contractor shall assist FRA Inspectors to ensure that everyone onboard the FRA geometry car are briefed and updated, as safety conditions or events unfold throughout the day. If it becomes necessary for anyone to foul a track, the most appropriate course of action is to ensure safety and communicate with a person representing the host railroad. On-track safety shall be established by utilizing the FRA geometry car’s exclusive authority to move on controlled track (Train Coordination). All train movements shall be coordinated with the Survey Director.

Whenever the FRA geometry car stops to evaluate a track condition, conduct instrumentation checks, or carry out repairs, the contractor shall assist FRA Inspectors to ensure the following:

1. A railroad employee-in-charge conducts appropriate on-track safety requirements and conducts a job briefing before fouling the track. The railroad employee-in-charge accompanying FRA Inspectors or contractor personnel, will be considered a ‘Roadway Work Group’;

2. Whenever the railroad representative is absent, the contractor Survey Director shall become the person responsible for establishing on-track safety; and

3. FRA Inspectors, the railroad employee-in-charge, and contractor personnel are reminded that on-track protection may be afforded by ‘Train Coordination’, as previously discussed,. Anyone shall inquire as to the nature of the protection such as ‘Train Approach Warning’ on adjacent tracks, if it is the intention of any member of the group to foul the adjacent track.

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4. Further Roadway Worker Safety guidance information is available in the Track Compliance Manual website accessible (http://www.fra.dot.gov/rrs/pages/fp_460.shtml)

Compulsory Regulations Control of Alcohol and Drug Use

FRA published a final rule, entitled “Control of Alcohol and Drug Use in Railroad Operations”. The rule prohibits certain railroad employees from possessing, using, or being under the influence of alcohol or drugs, while on duty, and defines circumstances wherein railroad employees must, or may, be tested for the presence of controlled substances and alcohol. The rule is contained in 49 CFR, Part 219 regulations and, although contractor personnel are not railroad employees, nonetheless by FRA policy, shall abide by the terms, conditions and requirements of the regulation (see Attachment D, Control Alcohol and Drug Use), when performing safety-sensitive functions on a railroad. The terms, conditions and requirements shall be effective upon contract award.

Federal Railroad Administration 13 Office of Railroad Safety

A-2 Statement of Work (SOW)– ATIP Fleet Services

Fleet Management

The contractor shall operate and maintain the government-furnished FRA geometry car safely and efficiently, accurately record track geometry data, perform corrective and preventive maintenance work, make the necessary adjustments and all activities required to keep the geometry car’s equipment and instrumentation in an operational, safe, clean and orderly condition. The functional element of the FRA geometry car Operations Task is the manpower and materials necessary to support one (1) inspection mile.

The contractor shall furnish and be responsible for all necessary management, labor, supervision, management support, transportation, equipment, and materials (except as specified herein as government-furnished) to provide satisfactory service of ATIP operations and maintenance. Additional services or equipment required by changes in mission assignments shall be affected by written contract modifications.

The contractor shall ensure that track testing will include: safe operation, proper calibration, data acquisition, onboard maintenance of instrumentation, and preparation and distribution of survey results within established guidelines. FRA geometry car track survey shall result in the generation and delivery of a hard or soft copy of a TSS Track Geometry Inspection Report (TGIR) (Attachment E, Exception List Section, Curve Analysis Section, Exception Summary Section, and Track Quality Index Section) and, optionally, a soft copy of the oscillograph geometry data channel charts (Video StripChart, or VSC). The contractor shall examine and report to FRA on a daily basis whether the recorded data does or does not satisfy the requirements of the program.

Scheduling successful ATIP inspections is attained by designing and managing a program that is efficient, and neither exhausts regional resources nor overburdens a particular railroad, but adequately covers ATIP priorities. The Program Manager is responsible for and oversees the preparation of a geometry car ‘schedule outline’ over a twelve-month fiscal year at the national level (see Figure 1). The proposed outline is offered to the regions at annual planning meetings. Regional FRA Track Specialists review the schedule outline and provide comments of route feasibility. Upon regional acceptance, the PM assigns the contractor to create a monthly calendar format, posts the schedules, and provide accessibility to the ATIP website. The ATIP schedule shall identify normal railroad crew change points and mileage that estimates expected travel time FRA geometry car can achieve in a 12-hour day.

An official notification letter and operations plan (see Attachment C) shall be prepared by the contractor. The letter is distributed to the respective railroads and applicable regions, in advance of the scheduled inspection. The content of the letter details FRA’s authority, operations plan geography, and other pertinent information.

The contractor shall safeguard the GFE and take reasonable precautions to prevent fraud, waste and abuse. The contractor shall designate at least one primary and one alternate custodian whose responsibility it is to receive, account for, and safeguard GFE. The contractor shall provide an Equipment Control Plan that shall encompass the http://www.fra.dot.gov/Page/P0120

Federal Railroad Administration 14 Office of Railroad Safety requirements contained in this SOW. The Equipment Control Plan shall include a list of all GFE and a process for accepting and rejecting GFE in accordance with the following:

• The contractor shall perform an annual inspection and inventory of GFE, to be conducted during the anniversary month of the initial joint inspection and inventory, and submit a report of same to the Government Representative within 10 workdays of the date they are completed. The report shall indicate usage and any shortage for the performance required for the requirements contained in this document.

• The contractor shall have an option to purchase the GFE with a fair market trade-in value for the equipment provided by the government so that the contractor can operate the requirement specified in this document as a Contractor-Owned Contractor-Operated (COCO) operation mode.

• The contractor shall submit requests for replacement of Government furnished equipment to the Contracting Officer or other authorized personnel for processing. Such requests shall specify the reason for the replacement request.

• The government shall provide the application software and any documentation associated with the system currently being used.

Federal Railroad Administration 15 Office of Railroad Safety

Annual Deployment For Manned Operations

Subject to the availability of funding, ATIP compliance inspections are typically based upon a fiscal year and involve two types of inspection services, active and inactive. The contractor shall prepare and be available to conduct ATIP compliance inspections and perform periodic and annual preventive maintenance at least 312 workdays per fiscal year. The contractor shall allot thirteen (13) Federal and railroad holidays as well as, an additional ten (10) days for contingency planning toward ATIP compliance inspections and periodic and preventive maintenance operations. Therefore, the contractor shall ensure the geometry cars are scheduled and available to inspect railroad track for the equivalent of 150 days per year. This excludes special assignment surveys that may be scheduled as a result of a specific events or requests

Active compliance inspections normally consist of three consecutive weekly (i.e., Monday through Friday) cycles. At the conclusion of the compliance inspection three week cycle, the contractor shall perform minor corrective or preventive maintenance and housekeeping, either on Saturday or Sunday. In addition, the contractor shall allocate a day for geometry car crewmember travel, maintenance, and survey preparation either at the beginning or end of active inspection cycles.

At the end of the three-week cycle, the contractor shall conduct and perform necessary geometry car maintenance and support functions at site specific locations, including, but not limited to:

1. Primary (car) propulsion and measurement systems,

2. Survey operation and maintenance documentation,

3. Housekeeping,

4. Logistics support, and

5. Spare part inventory.

Near the end of the fiscal year and dependent on the amount of periodic preventive maintenance necessary, the contractor shall recommend for PM pre-approval the necessary time for OEM and regulatory annual, biennial, and triennial maintenance or technology refreshment (see Attachment G) Geometry Car Maintenance Information .

Another type of survey is to put the geometry car in an Amtrak consist and collect data and send the exception reports to proper FRA or Railroad officials. Since the runs could be over 24 hours crew will operate the geometry car on shifts maximizing the resources to effectively and efficiently accomplish requirements of the ATIP surveys.

Work Load Estimates For Manned Operations

The contractor shall not exceed twelve (12) hours of continuous compliance inspection, unless pre-approved by FRA. However, it is understood that justifiable operating delays might occur from a variety of causes—unforeseen railroad operation, FRA geometry car equipment failure, or an emergency occurrence. The contractors shall explain the reason for excessive delays beyond 12-hours.

The contractor shall devise and report statistical information and processes to improve managing or possibly controlling operating time to FRA’s advantage (e.g., percentage of

Federal Railroad Administration 16 Office of Railroad Safety operational readiness; report and remedy excessive railroad delays such as, railroad crew reporting late for duty, or operational delays encountered because of not dispatching the geometry car in a timely manner and given priority status; unexpected and unreasonable operation restrictions, etc.).

Annual Deployment for Unmanned Operations

The annual deployment of the unammned cars will vary from each operation. The unmanned cars have the potential to run 300 days a year. The data will be handle during business hours east coast standard time 9-5, Monday-Friday. The contractor should have adequate personnel to analyze the data from the unmanned geometry systems. The minimum personal for such an operation should be 1 individual per 2 cars operations.

Assumptions not covered in the unmanned portion of this RFP are covered in the manned portion.

Other Technologies

FRA is open to any technologies that are not covered directly within the SOW. If there are technologies that are not described within this SOW a separate proposal will need to be provided for evaluation. All “other” technologies require same or similar compliance with IT and operational regulations.

Definition of Active and Inactive Compliance Inspections Except as designated by the PM anywhere the FRA geometry car operates, the contractor shall ensure the TGMS instrumentation onboard continuously records applicable track geometry measurements in all types of weather and shall report specific locations of TGMS failure.

As directed by thePM, the contractor shall ensure all active compliance inspections produce a Track Geometry Inspection Report (TGIR) of all applicable mainline tracks, controlled sidings, and ‘other than main track’ when scheduled, warranted, or where the opportunity is practicable.

For example, occupying a main track and directed to occupy a siding to meet another train would present a compliance inspection opportunity. Unscheduled compliance inspection of main or yard ‘Excepted’ track designations is not permitted because of possible FRA geometry car damage. An authorized ATIP compliance inspection may take many forms of operation and are evolving on a day to day basis. This causes the need for the PMto have the flexibility to deem any survey mode as active. Current modes are as follows;

1. Fully manned tested. (Where FRA and RR are onboard)

2. FRA-less operation (No FRA onboard)

3. Amtrak Assessment

4. Remote Desk

An authorized inactive compliance inspection occurs if the following prerequisites are in place:

Federal Railroad Administration 17 Office of Railroad Safety

1. Track segments are deemed invalid because of geometry measurement failure, instrument inaccuracy or damage due to snow, vegetation, or ballast level;

2. No TGIR is generated, where conditions exist to cause damage or are deemed by PM as unnecessary but geometry measurement system is online in run mode for quality assurance purposes;

3. FRA geometry car is ‘deadheading’ in a train, the geometry measurement system is offline

4. Performing scheduled or unscheduled system maintenance and calibration testing; and

5. No compliance inspection is designated and authorized by the PM.

Railroad representatives may question data collection and editing accuracy. Data accuracy requiring editing and possibly verifying may be confirmed by system health monitors en route or by direct track measurements and instrument verifications, at periodic stops en route and at the conclusion of the test, supervised under proper on-track safety procedures.

ATIP GEOMETRY CAR FLEET MAINTENANCE

The overall objective of this task order is to procure preventive and scheduled maintenance, repair and overhaul services from a dedicated repair source…