Attachment_C_-_ATIP_Letter_of_Notification.pdf

Attachment C

ATTACHMENT C

ATIP Letter of Notification

Date

Name Title Railroad Name Street Address City, State, Zipcode

Dear Madam or Sir:

Pursuant to the authority granted under 49 U.S.C. 20107 (formerly Section 208 and 208(c) of the Federal Railroad Safety Act of 1970), the Federal Railroad Administration (FRA) Office of Railroad Safety is notifying (spell out railroad and AAR reporting mark, e.g., Union Pacific Railroad (UP)) of our intent to test and evaluate your railroad track. Under the Automated Track Inspection Program (ATIP), the test will begin at City, State, on or about Month Date, Year, and end at City, State, on or about Month Date, Year.

Instrumentation on the (enter applicable car designate, e.g., DOTX 220) railbound car measures specific track geometry parameters in accordance with Title 49 Code of Federal Regulations Part 213, Subpart C, of the Federal Track Safety Standards. The collected geometry data provides FRA and your company with beneficial track safety information and intelligence.

To augment safe movement, the geometry car consist will operate and be protected in accordance with your operating rules and special instructions as a train. In addition to your operating rules, Enclosure A provides specific instructions to your dispatcher and operating crews. These additional safety measures communicate the rationale of protecting FRA geometry cars, and promote consistent operating practices nationwide.

The FRA representative and FRA contract agents onboard rely upon the applicable railroad employees for complete understanding and compliance with railroad operating rules and timetable special instructions. Electronic or paper copies of all applicable instructions or orders that govern train movement over the planned test route must be provided to the FRA representative onboard.

FRA geometry cars always test to the highest class of track (49 CFR § 213.9) regarding the type of equipment (i.e., passenger or freight) operated, not the highest speed. An on-the-ground track inspection may be conducted and serves a two-fold purpose: first, to ensure and verify instrument measurement precision; and second, to determine compliance with the Federal Track Safety Standards. Subsequent validation of geometry noncompliance and the corresponding remedial action will be established between the FRA representative and your maintenance-of- way or engineering representative with an on-the-ground reinspection.

Enclosure B provides an operations plan containing clearance drawings and specifications for the survey car consist, personnel point-of-contact information, geographic limits and mileage in a calendar format for simplified referencing. Enclosure C offers a course of action relating to the recovery of railroad costs and expenses for specific services you provide in support of safe geometry car movement.

FRA would appreciate timely crew-calling and dispatching to satisfy prearranged and time-sensitive schedules and control operating costs. FRA asks that on-duty and travel times be coordinated and occur between common railroad crew change points, and begin at 8:00 a.m.

each day. You may request that FRA accommodate special operations outside of normal daytime hours due to operational and maintenance concerns; however, on-duty time must be consistent with hours of service.

FRA, or its contractor, will contact you, or your designee, to prearrange specific operational and test car details, crew change points, fueling, etc., and will provide you relevant information about the collected track geometry data and its safety application. To facilitate better communications, FRA has developed a web page, http://atip.fra.dot.gov, which contains additional ATIP information. FRA welcomes your comments.

Your cooperation in this undertaking is greatly appreciated.

Sincerely, (signed)

James Payne Track Specialist, ATIP Office of Railroad Safety

Enclosures (3) cc: Regional Administrator http://atip.fra.dot.gov/

ATIP Program Director

ENCLOSURE A

GEOMETRY CAR OPERATING INSTRUCTIONS

The Federal Railroad Administration (FRA) Office of Railroad Safety–Automated Track Inspection Program (ATIP) manages a fleet of geometry test cars that measure track geometry for compliance with the Federal Track Safety Standards. FRA geometry cars are pulled behind a railroad-owned locomotive and staffed with FRA employees and contractors. FRA geometry car operating instructions are as follows:

OPERATION

1. A copy of this enclosure must be furnished to the train dispatcher, engineer, and conductor.

2. Before ATIP testing commences, the FRA representative (assisted by the test car director) is responsible for overall safety and will:

a. Conduct a face-to-face safety job briefing with the train crew and all occupants of the test car concerning onboard safety appliances and standard operating procedures.

b. Be aware of and discuss the operational and safety conditions, and on-track protection procedures, which may change throughout the course of the ATIP test; and update the job briefing accordingly.

3. The FRA representative will communicate directly with the railroad to ensure all operating rules, special instructions, and safety rules in effect on the test route are understood and correctly applied.

4. FRA geometry cars must not exceed the following maximum speeds: DOTX 216, 125 mph;

DOTX 217, 219, and 220, 90 mph; and DOTX 218, 80 mph. When FRA cars are combined in one train consist, the lowest applicable maximum speed must be observed.

PROTECTION

1. Neither FRA nor contractor employees will operate a railroad switch or derail, and will rely upon a railroad employee to perform that function. After receiving authority for placement from the appropriate railroad representative, protective devices owned by FRA, i.e., signs, derails, and locking devices, will be applied by an FRA representative.

2. FRA geometry cars must not be relocated or coupled to other rolling equipment without permission by FRA. At the request of FRA or the railroad, the following additional protective measures must be used:

a. Within a locomotive servicing area or car shop area, the railroad’s Blue Signal Protection rules and procedures will govern.

b. When FRA geometry cars are unoccupied, FRA may request additional protection, such as posted guards, provided by the railroad and reimbursed by FRA.

c. Where provided, a remotely controlled switch, providing entrance to the track occupied by FRA geometry cars, will be aligned against movement to that track. Blocking devices applied by the control operator will be placed on the switch and signal controls to prevent undesirable access.

d. A manually operated switch will be aligned against movement to a track occupied by the FRA geometry car, and secured with an effective mechanical locking device, exclusive to FRA. In addition, the switch stand’s operating mechanism will be equipped with an FRA-provided, visible, all-weather display tag, warning any users: “OUT OF SERVICE–

DO NOT OPERATE”

e. If a switch-locking device cannot be provided, as described above, FRA-provided portable derails1 will be used as an alternative to restrict access in either direction. In addition to the portable derails, the placement of warning signs will be displayed, indicating the presence of FRA geometry cars. The warning placard will be affixed or adjacent to the derail.

f. If an FRA geometry car is standing alone, in addition to applying the hand brake, one wheel will be securely chocked to prevent movement.

g. Either on a main track or other than main track, before anyone goes on, under, or between FRA track geometry cars (vehicles), the locomotive engineer will apply the independent brake on the locomotive, remove the locomotive reverser, and open the field generator switch. The individual requiring protection will place a “Do Not Operate” tag on the locomotive control stand at a location where it is readily visible to the locomotive engineer or operator at the controls of that locomotive. The “Do Not Operate” tag may only be removed by the person who placed it on the locomotive control stand.

Additionally, if adjacent tracks are, or are subject to be, fouled by the individual going on, under, or between the FRA track geometry cars (vehicles), appropriate adjacent track protection must be afforded prior to going on, under, or between the cars (vehicles).

1 Protective devices, owned by FRA, will not be placed nearer than 150 feet from each end of the geometry cars, except where appropriate.

ENCLOSURE B

OPERATIONS PLAN

Described in this enclosure are the ATIP objectives, general information regarding car deployments, personnel contact information, inspection test numbers, commencement dates, geographic limits of operation, and total mileage covered by the tests.

Background and Mission: The national deployment of the Automated Track Inspection Program (ATIP) track geometry car serves an important role in the Federal Railroad Administration’s (FRA) compliance programs. The objective of ATIP test operations is to incorporate state-of-the-art instrumentation that will: (1) generate a quantitative statement of known track conditions; (2) provide a cost-effective means of expanding national inspection coverage; and (3) support the mission of railroad accident prevention.

The ATIP goal is to conduct safe, accurate, and efficient tests with a comprehensive automated inspection supplement. The ATIP cars use state-of-the-art technologies to improve automated measuring and the evaluation of track conditions. Our purpose is to minimize the risk of derailments by continuously improving the ATIP car’s operational efficiency, ensuring that measured and recorded values accurately represent track conditions, and that there is timely distribution of track geometry information to FRA headquarters, regional management, and respective railroad personnel.

Track evaluation consistency relies on the visual track inspection effort by experienced inspectors and by the automated measurement accuracy or performance indexes of track geometry. Automated track geometry measurement is not seen as a complement, rather a supplement, to visual inspection. They are two distinct and equally valid track evaluation techniques. The fundamental differences reside in visual inspection as an examination of a track’s structural integrity, which relies on extensive experience and knowledge. The track geometry car, on the other hand, collects data at track speed for compliance with geometry standards while the track is under load. The primary safety-related use of ATIP is the assistance in identifying the most important track locations and conditions for inspectors to evaluate. Key to ATIP’s safety success is the advance detection of potential accident-causing hazards. This realization allows the appropriate basis for inspectors to safeguard rail transportation with compulsory operational and maintenance remediation.

ATIP Geometry Car Deployment: ATIP cars are deployed to expand inspector capabilities and productivity, provide regional analysis and statistical characterizations of track geometry trends, and most importantly, immediately identify severe track geometry safety parameters.

Railroad inspection is decided by many factors. However, the primary reason ATIP tests are conducted is to safeguard and give preference to passenger, high tonnage, or hazardous material routes, as well as reports of severe track conditions. Special assignments, including tests outside the boundaries of the United States, are occasionally undertaken to support research and development, and inspection requirements of other offices within FRA and the Government (e.g., Department of Defense Strategic Railway Network (STRACNET) and U.S. Department of Energy spent nuclear fuel routes).

ATIP route preference selection includes, primarily:

• Inspector observations regarding track geometry compliance history.

• Duration between previous inspections.

• Passenger operation.

• STRACNET.

• Other special regional needs or activities.

The FRA Office of Railroad Safety has authorized a contractor (name of contractor) to carry out portions of its inspection responsibilities as they pertain to the use of a Government-owned track geometry inspection car. The inspection functions, to be performed by FRA employees and/or contractors to FRA, will include, but are not limited to, geometry car operation and maintaining the instrumentation installed in the geometry car. The geometry car, including Government hardware, and FRA employees working on the car are protected under the provisions of the Federal Tort Claims Liability Act. FRA contractors working on the geometry car are protected by private insurance, as required under the terms of the employment contract with FRA.

No one will be permitted to board the FRA geometry cars, except FRA and its agents, and authorized railroad personnel. All other persons requesting permission to enter or accompany the FRA geometry cars must have authority from the FRA Office of Railroad Safety, headquartered in Washington, DC.

FRA requests that you make available the following items for the track to be tested, if possible, no later than 1 month prior to the test date:

1. A published timetable, special instructions, and current temporary speed restrictions governing the maximum authorized train speeds.

2. A current track chart, grade and alignment chart, or track profile.

The information should be mailed to:

Name:

ATIP Program Director Company:

Address:

CONTACT INFORMATION SOURCES

Organization Address Name

FRA,

OFFICE OF

RAILROAD SAFETY

1200 New Jersey Avenue SE Washington, DC 20590 Office phone: (202) 493-6005 Fax: (202) 493-6230

James Payne

Track Specialist, ATIP

Office of Railroad Safety

Space for Contractor information

Name of Survey Director

Railroad Reporting Mark

Street Address City, State Zipcode Office phone: (###) ### ### Cell phone: (###) ### ###

Railroad Contact Title

Month YEAR – DOTX Car# GEOMETRY CAR SCHEDULE #of quarter QUARTER FYFiscal Year##

Sunday Monday Tuesday Wednesday Thursday Friday Saturday

Monthly

Mileage

Created MONTH/DATE/YEAR

ENCLOSURE C

RAILROAD-PROVIDED SERVICES

All authorized and reasonable railroad services related to support the Automated Track Inspection Program (ATIP) operation and maintenance will be reimbursed. FRA’s contractor will reimburse a railroad only for expenses directly related to the operation of the ATIP railcar.

These will include the following:

1) Locomotive engineer/pilot’s salary and wages (including normal payroll additives1), deadheading, and necessary meal and lodging expenses, if applicable. If operating agreements require the services of more than one crewmember, FRA’s contractor will pay for the minimum crew.

2) Salary and wage expenses for each day either a road foreman or traveling engineer supervises the operation, for the purpose of expediting the movement and assisting the qualified locomotive engineer/pilot.

3) Equipment and supplies furnished to FRA (when solicited), such as fuel, potable water, electricity, and other similar items. Normally, the car is fueled every third day. FRA’s contractor will pay for a requisitioned tow locomotive and crewmembers, should it be necessary.

4) Costs, arising from railroad actions to service and repair the equipment, at published rates and when requested by FRA.

5) Costs, relating to security measures necessary to protect the equipment, when requested by FRA.

6) Costs, relating to the non-operational movement of the equipment, including switching charges and terminal usage, etc., at the published rates.

Authorization for payment of charges, not listed above, must be obtained through:

Mr. James Payne Federal Railroad Administration 1200 New Jersey Avenue SE Washington, DC 20590 Office phone: (202) 493-6005

The authorization will be in writing and a copy will be attached with your itemized bill. The itemized account will be in sufficient detail, explaining all direct costs and charges. Billings should not be fragmented, but complete and submitted at one time. Billing received 12 months after the provided service will not be accepted. Please forward to:

Name:

Address:

1 Proportional payroll additive expenses for related retirement, insurance, and vacation provisions.