Light Rail Jacksonville

Promoting Intelligent Rail and Skyway Transit in Jacksonville

Trolley trucks awaiting inspection and installation in Iowa shops

Safety Planning and Certification

prepared by Linda Meadow and Jim Graebner
 
What is Safety Certification?
bullet Process verifying that safety-related requirements are incorporated into the design of all rail transit projects
bullet Process verifying and documenting that rail system elements have been constructed as designed
bullet

Written statement from Executive Director certifying that the system is safe for public use

What is the Relationship Between System Safety and Safety Certification?
bullet System Safety:  Application of management and engineering principles, criteria and techniques to optimize all aspects of safety within the constraints of operational effectiveness, time, and cost throughout all phases of system life cycle.
bullet

Safety Certification:  Verifies compliance of safety certifiable elements "turned over" to transit agency.

How do System Safety and Safety Certification Relate to Rail Projects?
bullet System Safety:  entire project life cycle from initial planning through operations
bullet System Safety Program Plan (SSPP):  how the transit agency implements system safety
bullet Safety Certification:  planning, design, construction, start-up
bullet

Safety Certification Plan:  how safety certification program is implemented — required by SSPP

What is the Role of the Federal Transit Administration?
bullet FTA provides funding for rail projects
bullet FTA requires state safety oversight for rail projects
bullet

FTA representative in the field is project management oversight contractor

Role of State Safety Oversight Agency
bullet Oversees system safety of rail projects (not otherwise regulated by Federal Railroad Administration)
bullet Requires that transit agency develop System Safety and Security Program Plans
bullet Requires that transit agency report unacceptable hazardous conditions and accidents
bullet

Conducts triennial safety audit of transit agency

What is Included in Safety Certification?
bullet Fixed facilities - stations, track, guideway, yards, and shops
bullet Systems - vehicles, traction power, train control, communications, track, ventilation, elevators/escalators
bullet Rules and procedures
bullet

Training

Who has Final Authority for Safety Certification?
bullet Transit agency Executive Director has final authority and responsibility for safety certification
bullet Delegates agency person to manage safety certification program
bullet

Safety Review Committee (senior managers) reviews and approves documents

Certifiable Elements List
bullet Vehicle
bullet Signals
bullet Communications
bullet Traction Power Systems
bullet Track and Structures
bullet Yards and Shop
bullet Stations/Parking Lots
bullet Integrated Tests
bullet Rules, Plans, Procedures
bullet Training
bullet

Emergency Drills

Safety Criteria
bullet Safety incorporated into design to provide safe and reliable movement of passengers throughout the rail system
bullet Based on local, state, and federal codes and standars and industry practice
bullet

Scope - electrification, communications, track, tunnels, stations, LRT signals, traffic signals, signage

 

This is the SAME RAILROAD in Colombia, the left is before, and the right is after it was completely inspected and rebuilt. Positioned to become a leading World Coal hauler; the same type of rules and inspections and rebuilding applys to streetcar lines.
 
Design and Construction Checklist
bullet Identify that applicable safety-related design criteria are in contract documents
bullet

Verify that safety-related contract requirements are constructed and installed correctly

Integrated Tests
bullet Verify that systems, equipment, and facilities function properly when combined
bullet Test program plan and test procedures specify which integrated tests will be performed
bullet

Designer, resident inspector, and operating personnel support these tests

Rules, Plans, and Procedures
bullet Operating rules
bullet Emergency response procedures
bullet Accident investigation/reporting procedures
bullet

Maintenance manuals for vehicles, signals, facilities, equipment

Training
bullet Operators
bullet Dispatchers
bullet Maintenance personnel
bullet Fire services
bullet Police services
bullet

Emergency medical services

Emergency Drills
bullet Test rail system readiness for response to emergencies
bullet Simulate rail emergencies
bullet Identify corrective actions
bullet

Safety review committee tracks corrective actions to resolution

Hazard Identification and Resolution
bullet Safety hazards are identified during design, construction, testing
bullet Hazards need to be eliminated or controlled
bullet May require redesign (and design change notice) after item is in the field
bullet

Tracked to resolution by the safety review committee

Audits
bullet Periodic audits of safety certification documentation are conducted
bullet State safety oversight staff often participates
bullet Audit team conducts on-site audits
bullet

Backup documentation is critical

Safety Certification Verification Report
bullet Executive summary
bullet Design and construction checklists
bullet Integrated testing
bullet Emergency drills
bullet Rules, plans, and procedures
bullet Training
bullet Hazard identification and resolution
bullet Audits
 

Government Regulatory Considerations

 
Heritage trolley systems face a varied set of government regulations to meet. This page summarizes common regulatory agencys. The specific regulations each project will face will depend on local considerations and features of the project:

Federal

Americans with Disabilities Act (ADA)

Federal Railway Administration

Federal Transit Administration

State

State Department of Transportation

Local

Police and Fire

Department of Public Utilities

 
  

Americans With Disabilities Act or ADA

Accessibility

The Americans with Disabilities Act (ADA) specifies a number of requirements that transit systems need to meet to ease use by people who have different types of disability. Many of the provisions deal with signage and tactile surfaces, all of which can be handled relatively easily. However, the most difficult measure for a heritage trolley system to meet is easing access to cars for the mobility impaired. Classic streetcars always required climbing one or more—often steep—steps to enter the car, and then frequently had another step from the vestibule to the main passenger compartment of the car. No such cars were easily accessible for people in wheelchairs or people who otherwise find climbing stairs difficult.
 
As ADA requires all new heritage systems—even those using unmodified, vintage cars—to make the cars accessible, choosing an accessibility solution is an important planning step.
Typically heritage trolley systems have used one of three basic approaches, each of which has its advantages and disadvantages, to meet accessibility requirements:
On car lifts
New Orleans and Little Rock have equipped each of heir heritage cars with wheelchair lifts, two per car, with one on each side. In New Orleans, where the cars have an internal step from the front platform to the passenger compartment, the lifts are mounted inside the passenger compartment. Special doors, disguised to look like part of the car’s side from the exterior, are placed next to the lifts. Advantages of this approach include the fact that no special equipment needs to be installed on station platforms and that if a unit on one car malfunctions, the following car can pick up the disabled passenger. The disadvantages include the fact that the lifts are very intrusive in the interior of the car reducing significantly the seating capacity and changing the internal ambience of the car. As well, cycle times for wheelchair lifts can be relatively long, meaning that their use can disrupt operating schedules, particularly on a line with frequent service. 
 
In the new replica cars being built for Little Rock by Gomaco, the lift has been incorporated into the front door opening in a manner that is not obtrusive. As the cars have no internal step from the platform to the passenger compartment, passengers using these lifts will have direct access to the entire car. How these innovative lifts perform in service remains to be seen. Some seats inside the car fold out of the way to provide space for wheelchairs.
 
In 2002, the Lowell National Historic Park added on car lifts to their Gomaco cars using a completely hidden installation beneath the platform. To see a photographic description of this approach click here.
Platform elevators
Another means of providing accessibility is to have elevators on station platforms to lift the passengers to the level of the car floor, then to bridge the gap to the car by means of a folding plate mounted on either the lift or carried on the car. The advantage of this approach is that it does not require giving up interior space or changing the interior appearance other than equipping some seats to fold out of the way. The disadvantage is that the lifts require platforms large enough to accommodate them; they are subject to the effects of weather and vandalism; and cycle time can be slow enough to throw a car off schedule.

Tampa TECO car pulls out of station with ADA wheelchair ramp constructed at the stations, no lifts are needed.  

High blocks and ramps
The third accessibility approach is to place ramps leading to short raised platforms (often called “high blocks”) at car stops. Passengers waiting to board cars can go up the ramp before the car arrives, at which time a bridge plate can be used to reach the car, as with platform elevators. The advantages of this solution is that again no change is required to car interiors; there is no mechanical system to malfunction; and the time required for a passenger to board or alight is the lowest of the three approaches. The primary disadvantage is that the space required on station platforms is relatively large and that the ramps and high blocks are visually intrusive. This approach is used in San Francisco and is being constructed in Tampa.
 
In the case of either the platform lift or the high blocks and ramps, access is provided to the car’s front platform or vestibule. If another step is required to enter the passenger compartment, then a conforming means needs to be found to allow the passenger to pass this barrier. In Memphis, the solution employed is to narrow ramps into the step spaced so that wheel chairs can pass through them, then to place a small ramp in front of these ramps to bridge the remaining height differential.
 

 

Trolley and Bike/Hiking Trail in Issaquah, Washington

Existing Heritage Trolley/Streetcar Systems in the U.S. and Canada

This section provides an illustrated overview of urban heritage trolley or modern streetcar systems currently operating in the United States and Canada, grouped by the size and scope of the operation. For each system there is a background description accompanied by photos and maps, plus a link to that system's website (if one exists):
 
  

Large Size/Scale

Medium Size/Scale

Lowell, MA

Small Size/Scale

Closed/Suspended

* Systems actively planning/building  significant extensions.
 

 

Museum Concept in Washington State

Planned or Under Construction Heritage Trolley and Streetcar lines in the  U.S. and Canada

This section provides information on planned heritage trolley lines that have so far received enough funding to begin serious planning. The projects range from those in the preliminary planning stage to others nearing completion of construction:
 

Under Construction

Savannah, GA

Under Active Planning

Columbus, GA
Jacksonville, FL

Under Active Planning (continued)

Sarasota, FL
St. Josephs, MO
Tampa, FL

Previously Studied - Inactive

Eureka Springs, AR

 

Funny that Dallas, Texas, a City with ZERO passenger rail service has figured out how to restore Union Station, and fill it with Amtrak, Trinity Commuter Rail and the new Dallas LRT, Note these are not scattered all over the downtown, but simply across the boarding platform from eachother.


Frequently asked questions about trolleys.

Does a trolley have rubber tires?
Strictly speaking, No. Trolley cars or streetcars have steel wheels and run on rails, which are often laid directly in street paving.
Today many cities use rubber tired vehicles which are decorated to look somewhat like trolleys, but these vehicles are not real trolleys nor streetcars and are not the subject of this website. Some people may feel they can obtain the benefits of a heritage trolley line by using these inexpensive faux trolleys, but the economic, developmental, and visitor attracting benefits are not generated by these bus trolleys. Authentic rail based systems are required to achieve the benefits.
As well, some cities, such as San Francisco, use electric trolley buses, which also may be called trolleys for short.
 
What is the difference between a streetcar and a trolley?
Following on the above point about rubber tired vehicles disguised as trolleys, there can be confusion about the terms "streetcar" and "trolley" when referring to vehicles on rails. Through most of the 20th century the terms were essentially interchangeable—both describing an electrically powered car running on rails. However, local usage often favored one term over the other. For example, in San Francisco the term streetcar has always been preferred, but in Philadelphia the term trolley has been more common.
Today some people planning heritage lines are stressing preferential use of one of the two terms to minimize confusion and encourage consistency. In some cases, the word "streetcar" is preferred in order to clarify the difference between a streetcar operating on rails vs. a rubber tired vehicle made to look like a trolley.
What does a heritage trolley use for fuel?
Trolleys run on electricity, normally 600 volts of direct current (DC) drawn from overhead wire, as historic trolleys did. In some cases—such as for heritage trolleys running along light rail lines—the voltage may be somewhat higher. One heritage trolley system, Galveston, chose to use diesel power for its trolleys, but no other city has deviated from the historic norm of electric propulsion. Thus heritage trolleys are pollution free at the point of use, and are very environmentally friendly.
Where does the power come from?
Electricity is readily available from public utilities, but is almost always alternating current (AC) in voltages higher than 600. To power trolleys the electricity needs to be reduced to 600 volts and converted to direct current. This can be done either by the traditional method of a combination of transformers and a motor generator set, or by solid state equipment. The most common and most efficient method used today is the solid state approach in which transformers adjust the voltage and solid state rectifiers convert the power to direct current.
For small operations a single unit, which can be a cube six feet per side or smaller, is sufficient. For longer routes or larger systems, multiple units may be required at different locations along the lines.
Why choose a rail-based system over a rubber-tired system?
A rail-based system provides numerous advantages that help outweigh its higher capital cost:
bullet A sense of government commitment and permanence that reassures potential riders, neighbors, and businesses that service will continue.
bullet People overwhelmingly prefer riding rail vehicles to buses, so rail solutions attract more passengers (see Transportation Research Record 1221 for a detailed treatment of rail vs. bus ridership).
bullet For the above reasons, rail systems typically inspire business development.
bullet Heritage trolley systems provide a sense of historical authenticity that blends very well with an urban environment, especially older, redeveloping neighborhoods.
bullet Heritage trolleys with proper maintenance last essentially indefinitely (New Orleans operates cars built in the mid-1920s in daily, heavy service) while buses seldom have a life of more than 20 years.
How can we convince neighbors of a proposed line to support it?
Both residential and business neighbors often welcome heritage trolleys because of the improved access they provide and for the economic benefits they typically deliver. However, neighbors should be involved in planning for a heritage trolley system from the beginning so that they can learn of these benefits and alleviate any fears of perceived negative features. Negative points could include noise, disruption of automobile traffic, some impact on broadcast television reception, and increased numbers of people in a neighborhood. However, all of these can be mitigated by careful planning and neighbors will develop support and “ownership” if they are included in the process.
An excellent summary of the case for supporting a heritage trolley or streetcar line can be found in the publication Bring Back the Streetcars from the Free Congress Foundation. The text is reproduced on this site and bound copies of the study can be ordered to distribute to neighbors and other potential supporters.
Where can we obtain heritage/vintage trolley cars?
Several manufacturers currently make replica trolleys, normally using components salvaged from foreign cars. Also, some American style trolleys can be obtained from overseas. As well, there are a limited number of second hand trolleys available in North America, though they normally require heavy overhaul. Costs for newly constructed or fully rehabilitated heritage trolleys tend to range from $500,000 to $1.2 million in year 2006 prices.
 
Is it dangerous to operate trolleys close to pedestrians or in mixed traffic with automobiles?
Trolleys can mix quite well with both pedestrians and auto traffic. European cities have found that laying streetcar tracks through streets that have been converted to pedestrian-only works quite well, and Memphis has had success with a similar approach in the U.S. Pedestrians quickly learn to stay clear of the tracks and they are reassured by the fact that they know the trolleys will not deviate from their well-defined path. Road vehicles operating through a pedestrian area are more disquieting to pedestrians as they must always be on the watch for a vehicle that can move over any part of the street.
Similarly, trolleys traditionally shared street space with automobiles, and even though most motorists today have not been exposed to driving around tracks in the pavement and maneuvering to avoid the cars and passengers entering or leaving, mixed traffic operation remains viable. A number of North American cities (such as San Francisco, Toronto, Philadelphia, and Boston) continue to have trolleys sharing street space and cities building heritage trolley or streetcar lines are also adopting this approach. There are a number of practices for reducing the potential delays caused by mixing trolleys with other traffic.
 
What entity should operate a heritage trolley line?
Some heritage trolley routes (as in San Francisco, Seattle, New Orleans, Philadelphia, or Memphis) are operated as regular transit routes by the local transit system. In other cases, the line is operated by another entity, usually a nonprofit, in cooperation with the transit agency and municipal authorities. There are advantages and disadvantages to each approach, and careful thought needs to be given to the appropriate approach for planned systems.
If a heritage line is operated by the transit agency then funding for capital and operating needs can be obtained as part of the normal transit funding process. Also, integration of schedules and fares will be easiest if the line is part of the organization providing other local transit. On the other hand, the heritage system will also then be subject to the normal budget process, including cutbacks at times of budget constraints.
If a heritage line is operated by a nonprofit, then securing tax deductible donations and volunteer labor may be easier. As well, if the nonprofit has dedicated sources of funding to support the heritage line (such as earnings from an endowment or proceeds of a local business assessment district) then segregating and protecting these funds from competing transit priorities may be easier. There may also be greater freedom in setting pay scales and working hours.
How frequently should trolleys operate on a new line?
Frequency of service depends on anticipated ridership, but also can help determine the level of ridership. If potential riders know a car will come within a few minutes of arriving at a stop, they are much more likely to use the system. However, operating nearly empty cars at regular frequency is not very efficient. Periods between cars of much more than 10 minutes will tend to discourage casual riders. Schedules can be adjusted to different levels to meet the demands of differing times of day or times of the week.
Does ridership grow in the years after a trolley system is installed?
Most heritage trolley systems find that ridership does continue to grow as people become more aware of the system, and as further development (often inspired by the trolley system) occurs along the route.
What does the word “trolley” mean?
The word “trolley” derived from the wheel that was used at the upper end of the trolley pole that ran along the overhead wire and drew the current that powered the car. Later, the wheel was generally replaced by a “shoe” that held a carbon block that slides along the contact wire. Nonetheless, the term “trolley car” survived and has been used interchangeably with the term “streetcar” for generations.

 

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