US20240075964A1

US20240075964A1 - Kit and method of implementing light-density passenger railway deployment on a pre-existing track

Info

Publication number: US20240075964A1
Application number: US17/800,358
Authority: US
Inventors: Henry Posner, III; Bridget Hodgson
Original assignee: Pop Up Metro LLC
Current assignee: Pop Up Metro LLC
Priority date: 2021-04-08
Filing date: 2022-04-08
Publication date: 2024-03-07
Also published as: WO2022217266A1; EP4320023A1; CA3214034A1

Abstract

A method of providing an improved kit are based upon a preconfigured Rail Vehicle (RV) and may consist of preconfigured systems including wayside systems that support and enhance the operation of the RV. The concepts pertain to a kit that includes both a number of the RVs that are preconfigured and a number of peripherals that support the operation of the RVs in the railway installation. It also may pertain to a method of putting together the kit and/or offering the kit for sale or lease to a customer and/or implementing the kit in whole or in part for the customer. The extent to which the implementing of the kit in whole or in part for the customer is itself advantageously customizable to the particular need of the customer, which can advantageously optimize the timing, expense, and risk minimization to the customer.

Description

BACKGROUND

Field

The disclosed concept relates generally to a railway installation and, more particularly, to a method of implementing onto a track a railway installation that includes providing a fully integrated package (or “kit”) comprising a number of standardized components including at least a Rail Vehicle (“RV”) component.

Background Information

The past and current practices in the deployment of passenger railways typically requires a series of market research, track, RV and platform permitting and engineering phases that are lengthy and costly and that include a process that includes complex activities and milestones as a “basis of design”, some preliminary engineering, some final engineering, a number of integration reviews, and a degree of contract packaging. As employed herein, the expression “a number of” and variations thereof shall refer broadly to any non-zero quantity, including a quantity of one.
This process is typically followed by generally long and complex periods of construction. While this approach may be warranted in some cases of heavy urban metro, high-capacity LRT/Light Metro, and/or High-Speed Rail (HSR) deployments, as such might have a passenger capacity of, say, 9,000-11,000 passengers per hour. However, this complex approach is generally inappropriate in the context of deploying light density passenger rail. (light commuter, inter-urban, and/or feeder railways), as such might be intended to provide a passenger capacity of, 2.5 say, 2,000-4,000 passengers per hour. In particular, and in conventional rail installations, extensive efforts typically must be devoted to the unique “made-to-order” design of individual components, such as may include rail systems and/or rail subsystems such as rolling stock, track, stations, shops, and the like, by way of example. Moreover, conventional rail installations typically involve extensive additional efforts, with a sizable amount of subsequent time and costs required to assure the integration, including the integration testing, of these various rail systems and/or rail subsystems.
However, such extensive efforts are less warranted in the context of lighter railway installations, and such efforts have even inhibited the feasibility, development, start-up, and growth of light density passenger railways. A case in point is the New Jersey River-Line which operates between Camden and Trenton whose planning began in the early 1990's. For deployment of this system, the in-ground construction costs for the upgrade of the existing freight railroad and the addition of light density passenger rail service was approximately $350 million USD. This line is thirty-four miles in length, and work was executed through a Design-Build-Operate-Maintain (DBOM) contract to meet the estimated cost of construction. However, whereas expenditures on so-called “soft costs,” i.e., engineering, technical field support, systems integration, planning, Project Management (PM), and Project Management Oversight (PMO) were expected to range between 8% and 12% of the in-ground construction budget, the actual total of these soft costs escalated to 30% to 40% of the base cost of construction. Litigation and other disputes arose, based not only upon these unexpectedly high costs, but also from issues with interpretation and/or misinterpretation of Federal Railroad Administration (FRA) requirements. Excessive costs and complications from the project delayed its opening to the public until Mar. 14, 2014, more than a two decades after initial planning began.
There is, therefore, room for improvement in a method of implementing a passenger railway system onto existing track and that includes providing a preconfigured and integrated kit.

SUMMARY

These needs and others are met by embodiments of the disclosed concept, which are directed to an improved method, that can be said to include providing a fully integrated package (or kit), that includes a number of preconfigured components for implementing a railway installation onto a track.
This kit is a product for enabling a light rail passenger railway vehicle or Rail Vehicle (RV) to be quickly and efficiently deployed to form a light-density passenger railway installation on an existing railroad branch line or secondary line. An existing railroad branch line or secondary line is also referred to herein as a track installation, and it is understood that this is consistent with certain portions from the General Railroad System (GRS). It is further noted that the track installation, which may also be known as a railway installation, may include not only a track that is pre-existing but may also or alternatively include other track that is either at least partially pre-existing or not yet pre-existing, and none of which is considered to be a part of the GRS.
This improved kit in accordance with the disclosed and claimed concept is based upon a preconfigured Rail Vehicle (RV) and may consist of preconfigured systems including wayside systems that support and enhance the operation of the rail vehicle. The disclosed and claimed concept pertains to a kit that includes both a number of the rail vehicles that are preconfigured and a number of peripherals that support the operation of the rail vehicles in the railway installation. It also may pertain to a method of putting together the kit and/or offering the kit for sale or lease to a customer and/or implementing the kit in whole or in part for the customer. The extent to which the implementing of the kit in whole or in part for the customer is itself advantageously customizable to the particular need of the customer, which can advantageously significantly reduce the expense and timeline for project delivery to the customer versus existing methodologies.
It thus can be seen that by performing the advantageous method that includes offering for sale or lease and providing the improved kit, the project risk such as financial risk, and the engineering time and costs required for deployment of a railway installation will be advantageously minimized. Further, much of the kit is modular and is portable, meaning that nearly all of its various components can be removed from one railway installation and redeployed in another railway installation. This advantageously reduces and effectively minimizes risk, cost, and time delay. The disclosed and claimed concepts includes a number of methods that can be said to include the offering of a technical basis (that includes an engineering basis, a constructability basis, and/or an operational basis, by way of example) and a financial basis for the kit and at least a description of a fixed plant systems and a number of components that are suitable to serve as a basis for the railway installation.
The improved method and kit of the disclosed and claimed concept can advantageously be said to together and individually eliminate much of the engineering and integration variability and costs, significantly shorten deployment times, and reduce the potential for disputes and financial risks related to the project. The prior design integration efforts have been previously known to be particularly problematic for conventional methods of providing railway installations. However, the improved kit and method that are described herein advantageously facilitate design integration.
Well-integrated designs rely upon strong Systems Integration (SI) efforts throughout the design process. A strong and effective SI effort has been a prerequisite to the achievement of a well-engineered railway installation and to such a railway installation achieving its stated operational requirements. This strong and effective SI helps to assure that, for example, station platform height, gauge, and canopy clearances are suitable for the rail vehicle that is being deployed.
This SI effort may be based at least in part upon a series of Interface Control Documents (ICDs) which can together or individually form an ICD component of the inventive kit. ICDs typically consist of a series of drawings, specifications, and other parameters that are formally stated and which help to assure match-up, i.e., integration, of systems. These ICDs become the basis for integrated testing, as well as subsystem testing. System and Integration testing has previously been a relatively lengthy and complex process that verifies design integration and operational capability Such ICDs are essential to the safety certification of the railway installation as well as to the operational assurance of the railway installation.
Method of Implementation: As one aspect of the disclosed and claimed concept, a method of implementing a railway installation onto at least one of a track that is pre-existing and/or another track that is either at least partially pre-existing or not pre-existing, can be generally stated as including providing a kit that can be generally stated as including (1) a Rail Vehicle (RV) component comprising a number of RVs that are preconfigured for operation on at least one of the track and the another track. The kit that can be generally stated as further including (2) a platform component that can be generally stated as including at least a baseline platform plan that can be generally stated as including at least one of a platform design that is usable to construct a number of platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and another track, a number of preconfigured platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and the another track, and a number of installed preconfigured platforms that are situated adjacent at least one of the track and the another track or adjacent railway. The kit that can be generally stated as further including (3) a shop component, sometimes referred to as a Vehicle Base Facility (VBS) that can be generally stated as including at least one of a shop plan that can be generally stated as including at least one of a shop design and an equipment guide, the shop design being usable to construct a shop in the vicinity of at least one of the track and the another track, the equipment guide can be generally stated as including a description that can be generally stated as including a number of specifications of a set of equipment that is usable to service the number of RVs and a number of positions in the shop where the set of equipment can be situated, a preconfigured shop kit from which the shop can be constructed with the use of the shop design, and a set of equipment that can be positioned in the shop according to the equipment guide. The kit that can be generally stated as further including (4) an Integration and Control Document (ICD) component that can be generally stated as including a number of ICDs that have a number of specifications that pertain to a number of interactions between the number of RVs and at least one of the track and the another track. The kit that can be generally stated as further including (5) a safety and operational component that can be generally stated as including a number of safety case documents that are related to the railway installation, the number of safety case documents being usable as at least a portion of a basis for obtaining approval from a number of governmental entities to operate the railway installation. The kit that can be generally stated as further including (6) an amount of applications engineering Finally, the kit can include (7) a configurable financial component utilizing sale or lease for the passenger rail system.

BRIEF DESCRIPTION OF THE DRAWINGS

A full understanding of the disclosed concept can be gained from the following description of the preferred embodiments when read in conjunction with the accompanying drawings in which:

FIG. 1 is a schematic depiction of an improved method that is in accordance with the disclosed and claimed concept being used to provide to a customer or other recipient an improved kit that is likewise in accordance with the disclosed and claimed concept;

FIG. 2 is a schematic depiction of a portion of a platform component of the kit;

FIG. 3 is a schematic depiction of another portion of the platform component of the kit;

FIG. 4 is a schematic depiction of still another portion of the platform component of the kit;

FIG. 5 is a schematic depiction of yet another portion of the platform component of the kit;

FIG. 6 is a schematic depiction of a portion of a shop component of the kit; and

FIG. 7 is a schematic depiction of another portion of the shop component of the kit.

DESCRIPTION

FIG. 1 conceptually depicts an improved kit 4 that is in accordance with the disclosed and claimed concept, it further being noted that FIG. 1 additionally depicts an improved method 8 that is likewise in accordance with the disclosed and claimed concept and that is used for selling or otherwise offering and/or providing the kit 4 to a customer 12 or other type of recipient. The kit 4 includes a number of components and is based upon the use of a component in the form of a preconfigured Rail Vehicle (RV) 16 component that includes a number of RVs 18, such as has been described, by way of example, in WO 2017/025751 and/or WO 2019/229479, the disclosures of which are incorporated herein by reference. The systems or components necessary to deploy a complete and operational passenger railway installation have advantageously been pre-engineered, i.e., preconfigured, and additionally have been integrated with one another and to conform to the physical and operational characteristics of light passenger rail. This includes, for example, pre-engineered, i.e., preconfigured, modular station platforms that are set forth in greater detail elsewhere herein.
Another component of the kit 4 includes a component 20 that comprises a number of predefinition of critical interface parameters. This includes engineering ICDs which set forth various parameters such as clearance envelopes, etc., and that further include a concise statement of operational parameters such as, by way of example, allowable grades, allowable vertical curvature, maximum speeds, braking distances (braking rates), and the like.
A further element in the kit 4 is a pre-developed and standardized template component 24 for a safety case. Since the standardized safety case template component 24 is advantageously pre-developed, only site-specific and operation-specific hazards, i.e., hazards identified, evaluated, and means of management, are required to be treated in order to obtain a complete safety case for the railway installation. It is noted that the sections of the Code of Federal Regulations (CFR) that require the development of a safety case apply only to a deployment of a railway installation on the General Railroad System (GRS).
The safety case provided by the component 24 is advantageous since it is necessary in order to obtain from the cognizant regulatory and/or safety oversight agency an actual authorization to operate the railway installation and to transport passengers. The safety case includes verifications of design integrity (i.e., professional engineer design of modular station platforms, static and dynamic rail vehicle clearance diagrams, etc.), clearly defined and appropriate Operate and Maintain (O&M) practices, an operating safety program, and prepared packages for first responders that may include police, fire, and EMS personnel, by way of example.
All new railway installations require a safety case per the Federal Transit Administration (FTA), and the safety case that is submitted to the FTA will have certain standard materials. In addition, for light-density passenger rail installations on existing railroads, the project also needs to be consistent with the Federal Railroad Administration (FRA) requirements. The kit that is described herein addresses both FTA and FRA safety requirements, significantly reducing the risk of interpretation of these key safety requirements. The safety case that is addressed to the FRA has material additional to that which would be included in the FTA safety case, and such additional material from the component 24 advantageously addresses items for which waivers are requested and the way in which “equivalent safety” is achieved for each item for which a waiver is sought.
The safety case typically addresses the various regulations and requirements that are applicable to the railway installation. As to each such regulation and requirement, the safety case will state either i) that the railway installation actually meets the regulation or requirement, or ii) that is not feasible to meet the regulation or requirement, or iii) that special hazards exist that are site-specific and that require individualized mitigation. In this regard, it is understood that mitigation can be in the form of, for example, a modification of a rail vehicle or, by way of further example, a number of written operating guidelines for the rail vehicle. Itis further noted that the CFR states that a railway installation must either meet each applicable regulation or provide an equivalent measure that shows equivalent safety, and this part of the safety case is provided by applications engineering that is performed with regard to the railway installation. However, inasmuch as the rail vehicles and platforms are pre-configured, much of the safety case can be developed one time and then applied as part of the kit 4 with multiple railway installations, thus avoiding the need to start each safety case from scratch, and thus advantageously saving time and expense.
The product that is offered in accordance with the disclosed and claimed concept is the aforementioned kit 4 which advantageously eliminates much if not nearly all of the initial professional engineering design services (i.e, design development, formulation of design criteria, and preliminary engineering) and will significantly reduce the design integration effort that would typically be required for a conventional railway installation. It is also noted that the installation of the kit and the execution of the Applications Engineering pursuant to the deployment of the railway installation will typically remain under the responsible charge of a Professional Engineer (PE).
The improved kit 4 thus advantageously reduces the sum total of services that are required to deploy the railway installation to be merely applications engineering. It is noted, however, that the improved kit 4 can itself advantageously include or make available such an advantageous amount of applications engineering 26. This is accomplished through a one-time effort of pre-engineering regarding the most critical elements of track, right of way, stations, shops/yard, and an amount of pre-integration engineering 30 of these designs based upon a preconfigured instance of the rail vehicle 18. The applications engineering that is needed involves engineering effort only to the extent that is required to suit site-specific or operations-specific requirements and objectives. That is, the pre-engineering is done only once for RVs 18, an amount of pre-existing track 28, any rights-of-ways, stations, shops/yards, and is provided as part of the kit 4, which advantageously eliminates the need for custom engineering of these things at each individual railway installation. Rather, such pre-engineering results in a need for only applications engineering at the particular railway installation 28, which advantageously saves time and expense. Such reduced time and expense advantageously encourages the resultant deployment of a railway installation 32 on each such existing track installation 28, which is desirable.
As noted, the kit 4 includes the pre-developed template 24 for use in preparing a safety case. The ability to use such a pre-developed template to result in a formal safety case is made possible since much of the formal safety case is dependent upon the engineering design and SI that come with the kit 4. This safety case would be applied to either FRA-regulated properties or to purely transit properties. A safety case that will be applied to an FRA-regulated property will typically be more extensive and technically complex than a safety case applied to a purely transit property.

A Number of Components 36 of the Kit 4:

A. Rail Vehicles (RVs) 18

As noted, the kit 4 will include providing a number of preconfigured rail vehicles 18 such as are described in WO 2017/025751 and WO 2019/229479, the disclosures of which are incorporated herein by reference. The rail vehicles 18, being pre-configured, may be of new manufacture or may be re-deployed from an earlier railway installation.

B. Station Platforms

40

A number of platforms 40 may include a number of preconfigured platforms 44 that are sectionalized, modular, and fully engineered to meet applicable standards and to conform to the design of the pre-configured rail vehicle 18. Platform modules 44 can be provided with or without canopies, walkways, etc. Furthermore, additional platforms 44 can be provided as needed, such as if ridership increases and necessitates the use of additional platforms constructed to a standard design. The platforms 44 are pre-drilled so that they can be bolted to one another with carriage bolts to form the relatively larger platforms 40.
The platform module 44 may include a set of pre-drilled timber and/or metallic components with all parts match-marked, meaning that they are very simple to assemble, and all components that are required to construct each platform are included. Each platform module may be approximately 30 ft. in length. Modules can be connected together as required by train length. All framing for the platform structure is pre-engineered, as are modules for Americans with Disabilities Act (ADA) access, i.e., canopy and ramps. Some items may require applications engineering, and this would be provided as part of the kit 4 and executed by a Field Service Engineer without requiring a full design team, and could be a derivative of a site- or operational-requirements. Solutions are also pre-engineered.
Site-specific requirements might relate to foundation requirements. The kit 4 may include an installation guide component 48 that includes a foundation design component 52 that includes instructions that is usable to install the platforms adjacent the pre-existing track 28 in order to help to form the railway installation 32. For instance, two varieties of platform foundation are available in the foundation design component 52, by way of example. One variety may employ screw piles for its foundation, however such screw piles might be problematic in a hard rock area. The alternate variety may employ a Cast-In-Place (CIP) concrete slab for at least a portion of its foundation. The decision as to which type of foundation is desirable for a particular site will be based upon the site's geotechnical profile Another site-specific aspect might involve the depth of the frost line. This is governed by local building code. For example, the frost line depth requirement for southeast Pennsylvania is thirty-one inches, and Pittsburgh is typically required to be of a greater depth.
Operational requirements can vary with regard to whether or not freight trains are used on the track 28 of the railway installation 32 in addition to the passenger rail vehicles 18. The paramount case is the presence of freight trains requiring a Plate ‘C’ (or greater) clearance envelope. The rail vehicle has a nominal nine-foot four-inch (9′4″) width at the floor. Freight trains typically each have a nominal ten foot width. It is typically desirable for the floor of the rail vehicle 18 to meet the edge of the platform with minimal gap therebetween in order to facilitate passengers moving between the platform 44 and the rail vehicle 18 with minimal disruption and minimal risk of injury. However, since a freight train typically is wider than the passenger rail vehicle 18, a ten-foot-wide freight train would hit a platform that is installed in expectation of the rail vehicle 18 having the nine foot four-inch (9′4″).
Our solution accommodates such wider freight trains, where typical existing solutions can include one or more of gauntlet tracks, motorized-movable platform edges, and manually-collapsible platform edges. The solution provided with the improved kit 4 and method 8 is used to set the platform 44 back from the track installation a distance sufficient to accommodate the relatively-wider freight trains and to additionally install, for instance, a number of step plate assemblies 56 that are mounted on the floor of the rail vehicle 18 and that can be deployed to effectively extend the floor of the rail vehicle 18 an additional 4-6 inches, by way of example, to bridge the gap to the platform 44. Applications engineering can additionally and optionally be provided to establish size if freight traffic includes loads wider than Plate ‘C’ and mounting of step plates.
As can be seen in FIG. 5 , side of the rail vehicle 18 includes one of the step plate assemblies 56 mounted thereto adjacent the base of the rail vehicle 18. Step plate assemblies 56 can be said to include a base plate 57 that is affixed to the base of the rail vehicle 18, a connection plate 58 that is movably connected with the free end of the base plate 57 that is opposite the rail vehicle 18, and an extension plate 59 is movably connected with the connection plate 58 and is situated opposite the base rail 57. As can be understood on the left side of FIG. 5 , the step plate assembly 56 is in a non-deployed condition, meaning that the base plate 57, the connection plate 58, and the extension plate 59 are movably connected together but are not in an extended condition. In contrast, the step plate assembly 56 on the right side of FIG. 5 shows the base plate 57, the connection plate 58, and the extension plate 59 being in an extended condition that extends sufficiently to the base of the platform 40. In this regard, it is noted that various plates of the step plate assembly 56 can be locked together in any of a variety of fashions employing structures such as removal and installable pins and any of a variety of other assembly methodologies without limitation. It also is understood that these step plate assemblies 56 on each rail vehicle 18 are unique and advantageously eliminate a significant amount of complexity in the platform design, which also helps with obtaining commissioning, maintaining operations, and achieving safety inspections. Other advantages will be apparent.
As to operational requirements, platform modules 44 are one-half the length of a rail vehicle 18, or even shorter. The platforms can be assembled off-site (like a modular home construction kit) and installed with a boom truck (depending upon the configuration of the platform 40) to meet the specific required length of the platform 44, that is required based upon the passenger load.
Unlike custom-designed and individually-constructed light rail stations, the preconfigured stations 40 provided with the kit 4 are standardized units of modular construction. Their platforms are of simple construction and are portable. The rail vehicle 118 is of a predetermined length, and the rail vehicle is configured with four doors or two doors per side, both of which are depicted in FIGS. 3 and 4 , by way of example. The doors are at predetermined distance from each end of the car. The modular platforms 40 are, in one exemplary configuration, designed so that each platform 40 is one-half the length of the rail vehicle 18. As such, each modular platform 40 will accommodate one door in the configuration wherein the car of the rail vehicle 18 includes two doors per side. These modular platforms 40 can be assembled together via carriage bolts as one continuous platform of any desired length.
The rail vehicle platform floor is a predetermined distance above Top Of Rail (TOR), and the rail vehicle is of a predetermined width at the rail vehicle platform floor. Platforms 40 can be equipped with a number of protections 60 that can take the form of a fence 62 on the platform 40, a number of canopy protections, as well as a number of ramp protections, or the like, any one or more of which can be provided and which can additionally be used to provide ADA access. As a part of this number of protections 60, canopies, carriage bolts, ramps, and other such options are available as optional and as add-on modules that can be made to be a part of the kit 4. For lightly travelled stations where having only a single door on a platform 44 suffices, a single platform module can be erected. As usage of the railway installation and of the station grows, additional platform modules 44 can be added and the platform extended incrementally.
The customer 12 who is purchasing the kit 4 can effectively check various boxes of an order sheet to select the various components 36 that are desired to be provided as part of the kit 4. Moreover, the kit 4 can include a set of components 36 and a set of services that together fall anywhere along the full spectrum of deployment of the railway from the mere purchase of the kit 4, i.e., the kit 4 including a number of rail vehicles 18, or including Design and Build components 36, or including Design, Build, and Transfer components 36, or including Design, Build, Operate, and Manage components 36. The extent of the components 36 and services 8 that are desired are individually selectable by the customer 12 to suit the specific needs of the customer 12 based upon a number of factors relevant to the customer 12.
For instance, the kit 4 might include only a number of rail vehicles 18, a platform 40, a shop component 64 that can include a plan for a shop, a number of specified standard Interface Control Documents (ICDs) 72, and the template safety case 76, by way of example. The shop component 64 might include a shop plan 68 that may include an equipment guide 70, by way of example. For instance, the equipment guide 70 might include a description of a number of sets of specifications of a set of equipment that is usable to service the number of RVs 18 and might depicts a number of positions in the shop where the set of equipment can be situated. The kit 4 can optionally additionally include a set of services as part of the applications engineering services 26 or other services to build and install the platform and the shop, and can still optionally additionally include a set of services 80 to operate the railway installation.
The kit 4 can optionally additionally include as part of the services 80 additional services to manage the railway installation on an ongoing basis. The versatility of the kit 4 thus advantageously enables a customer 12 to choose only those components 36 and services 26 that are needed in order to deploy the desired railway installation Since the optional components typically are pre-configured or are at least established in advance to suit the pre-configured rail vehicle and platform, the cost of each optional component is typically going to be less than that of what would be required of any custom engineering of each such component.
Engineering considerations can involve the fact that the platforms have been pre-engineered and designed to meet applicable rail transit standards recommended by the American Public Transportation Association (APTA), ease of installation, and portability FIG. 2 includes a depiction of one such component 36 that itself depicts a platform 40 that can be formed of a plurality of smaller platform modules 44 assembled together, or it may be formed of a single module 44. More specifically, FIG. 2 shows an example of a platform component 84 that includes a platform plan 88 which, itself, includes and depicts a platform design 92 that is usable to construct a number of platforms 40. Individual platform modules 44 are sized to accommodate one-half car (RV 18) lengths, thereby allowing one or two doors on the platform depending on RV configurations of either suburban or urban door spacing. Thus each additional module 44 will accommodate an additional half RV 18, either one or two additional doors.
Some specific engineering/design attributes thereof include the floor being configured to accommodate a predetermined loading, to accommodate live loads. The platform includes a non-skid floor with a 1% pitch to resist the formation of standing water and to likewise avoid any possible resultant formation of ice thereon. Locations are pre-designed for signage, such as safety and travel information, and the platforms 40 are equipped with a platform edge warning strip at the edge adjacent the track. The other edges of the platform have a handrail Platforms are to be set and bolted upon a Cast In Place (CIP) foundation or, if applicable, onto screw piles, by way of example.
Foundation slabs are pre-designed reinforced concrete and are set at grade level or screw piles. The only site-specific variable is depth of the slab that is required to accommodate the local standards for frost line depth.
Individual modules can be equipped with ramps for ADA access as well as with canopies. Platforms can be removed from the foundation, disassembled, and relocated as needed.
Assembly of the platform 40 is by the bolting together of pre-cut, pre-drilled timbers and applying pre-cut decking to the top thereof. An assembled platform 40 module can be lifted into place using a boom truck or small crane. That is, the assembled platform 40 can be lifted by the boom truck or small crane (depending upon the configuration of the platform) and positioned onto the foundation. Customer-supplied signage will be installed at pre-established locations. The length of the overall platform assembly 40 can be increased by adding platform modules 44 and foundations for them to be positioned thereon, and by connecting the platforms modules 44 to one another by carriage bolts through pre-drilled holes formed in the platform modules 44.
With regard to systems integration, the prementioned number of specified standard Interface Control Documents (ICDs) 72 are components 36 that consist of a series of drawings, specifications, or other parameters formally stated to assure “match-up” of systems. These ICDs will become the basis for integrated testing (as well as sub-system testing) and will be represented by drawings and/or dimensional specifications. With conventional rail installations, each of these parameters would generally be custom engineered for new rail system. However, the disclosed and claimed kit 4 and method 8 advantageously involve performing the engineering only once for use with all kit-based railway installations. At most, only slight modifications are needed to be added to the kit 4 and method 8, and this would involve engineering, safety oversight, and an operation practices group which, in other installations, typically would require months of effort and is iterative but, based on the template provided with the improved kit 4, it is offered if the customer 12 wants it.
The ICDs 72 include, for instance, drawings, specifications, or other parameters for platform height and gauge, canopy height and clearance to the rail vehicle, platform surface material, platform pitch, foundation design, platform structural strength, platform superstructure attachment to its foundation, methods of joining together platform modules to effect platform extension, and train stopping locations required to achieve designated door locations, by way of example. However, since these considerations are pre-established as part of the platform components 84, these aspects of the ICDs 72 are part of the template ICDs 72 and need to be established only once, meaning that the template ICDs 72 can be used repeatedly in multiple railway installations. The appended drawings of the template ICDs 72 advantageously provide details on the platforms 40 and represent elements that will be set forth in the ICDs for the platform 40 with respect to the rail vehicle 18. Moreover, the following details provide specifications and descriptions that will be included in the ICDs 72.
For extremely lightly travelled stations one such platform 40 module will suffice; a second can be easily attached if ridership increases. The platform 40 modules are configured for ease of assembly using standard carpentry and masonry tools and materials. The platform 40 design also permits easy disassembly, but is not necessarily intended to sustain repositioning of the module as a unit. However, the platform can be preconfigured to accommodate such repositioning as a unit if so desired as this would add weight. At the foundation attachment locations, leveling screws and shim plates are provided as part of the platform module in order to make available field adjustments that allow for a 0.5-1% transverse (across the width of the platform) gradient for drainage. Levelling will also apply in the longitudinal direction as may be required to achieve level boarding in accordance with ADA standards for the rail vehicle floor step-height.
FIG. 5 generally indicates the platform setback distance of the platform from the track and its center line. Adjustments such as this may be required for freight train clearances, either Plate “C” or Dimensional. A combination of a number of step plate assemblies 56 on the rail vehicle 18 are collapsible and extended as needed to desirably achieve a nominal 9 feet, 4 inches frame width of the rail vehicle 18, by way of example. This width is sufficiently extended by adjustment of the step plate assemblies 56 for the purpose of meeting the floor of the platform 40. These portions of the platform 40 have been positioned at a location spaced a distance away from the track 28, and the use of levelling screws have also been used for certain purposes, and all of this is useful in achieving the ADA Standards for platform step-height and gap without the use of gauntlet tracks.
Local building code will specify depth of CIP concrete below top of grade, generally based upon depth of frost line. Platform surface is of 3 inch plywood, painted with non-skid coating, with a pitch to allow drainage. All wood is typically to be exterior rated/pressure treated, and secondary framing of beams, twelve inch on center, will be provided to support the floor. End handrails are cut back from the platform edge at a Tactile Strip in order to provide clearance for operating personnel (freight and passenger). Stairs, optional ADA access ramps, and optional canopy features are available as options that can be selected to be provided as part of a component 36 of the kit 4.

C. Shop

66

The shop component 64 of the kit 4 can be said to include at least a listing of equipment and a pre-determined layout of the equipment within a commercially available structure such as a pole barn or Butler Building having a standard building footprint to form a shop 66. Optionally, the shop component 64 of the kit can include the building itself and/or can include the equipment itself. This could be done by including as a part of the shop component 64 a preconfigured shop kit 96 from which the shop 66 can be constructed with the use of the shop plan and/or design 68. Additionally or alternatively, the shop component 64 can include a set of shop equipment 100 which would be capable of being arranged in a pre-determined layout that is included as a part of the shop component 64.
The shop 66 is a vehicle support facility that is capable of supporting a revenue demonstration and/or temporary (i.e., perhaps three years) service of the railway installation. This portion of the kit 4 will support the operation of from one to six cars for a period of up to approximately three years. The building itself of the shop 66 will be based in a commercially available pole building or Butler building. The most basic shop unit will support simultaneous servicing, repair, and cleaning of a two-vehicle train, with one rail vehicle 18 being situated in each of the two designated locations. The fundamental service plan is based upon component removal and replacement, with off-site vendors performing repairs on the components of the rail vehicles 18 that have been removed. In keeping with this concept, the Lowest Level Replacement Unit (LLRU) is somewhat at a higher level than would be the case in a full service shop.
The shop 66 is a base facility that is, of necessity, tailored to the rail vehicle 18, i.e., it is integrated to the specific requirements thereof. Thus in defining the shop 66, certain aspects are functions of the types of rail vehicles (such as hybrid, diesel, or battery) and configurations of the rail vehicles (such as involving use of semi-permanent married pairs of rail vehicles, optional toilet facilities, and/or bistro preparation equipment, by way of example). It is noted that a set of rail vehicles 18 under multiple unit control is referred to as a “consist” in the United States. Support modules can be added or deleted to support specific service and rail vehicle requirements. FIG. 6 is intended the depict the shop 66 performing the servicing of a married pair, i.e., a consist, or of two single rail vehicles 18 simultaneously. A third rail vehicle can at the same time, be worked and receive interior cleaning at an optional service (outside) bay that is depicted in FIG. 7 as being formed on a wash and clean-out apron 104 that is depicted as being situated on the ground at the exterior of the shop 66.
The typical functions required to support a small fleet of rail vehicles 18 can include inspection and servicing of mechanical, electrical, control subsystems thereof. The providing of these functions and services can include activities such as bogey removal (which requires a turntable), traction motor replacement, battery charging/storage, wheel truing (which typically is outsourced), HVAC repair (which typically involves replacement of components), rail vehicle lighting (such as interior and/or exterior), repair and replacement of invertors and related electrical equipment, and repair of the braking system, by way of example. This work requires jacks and/or jack stands, a small crane (jib or other type) and/or forklifts, a bogey turntable, a pit (which may be optional), and electronic controls.
Repair of the body and interior of the rail vehicle 18 can include work being done on seats, cosmetic repair, maintenance of interior lighting, spot repairs, spot painting (paint booth is not required), diesel engine and peripheral replacement and fueling (if rail vehicle is so equipped), washing of exterior, sweeping down and cleaning of interior, window glazing replacement, and optional toilet emptying.
Administration and support activities will be enabled by providing office space and computers, plan files/rail vehicle book storage, storeroom, commissary truck (if rail vehicle is Bistro equipped). Crew comfort is enhanced with toilets, washroom, lockers, and rest area.
Configuration of the shop involves consideration of the site. The premise is that trains will operate as married pairs of single rail cars, i.e., in combinations of pairs of connected rail vehicles 18, and the trains would then each be serviced as a two rail vehicle 18 combination. Multiple-unit train control, sometimes abbreviated to multiple-unit or MU, is a method of simultaneously controlling all the traction equipment in a train from a single location, whether it is a multiple unit comprising a number of self-powered passenger cars or a set of locomotives, with only a single control signal being transmitted to each unit that includes a pair of combined rail vehicles 18. This contrasts with arrangements where electric motors in different units are connected directly to the power supply and are switched by a single control mechanism, thus requiring the full traction power to be transmitted through the train.
The wash and clean-out apron 104 is depicted schematically in FIG. 7 as being located alongside the shop 66, and whose track can serve as a ready track. Storage tracks are not necessarily additionally shown as the length and number of these tracks depends directly upon the (vehicle) fleet size. The shop building has a twenty foot concrete approach apron on either side. For single rail vehicle service, the shop length potentially could be reduced to sixty feet. The primary equipment for the shop 66 typically includes jacks and jack stands, turntable for bogey, job crane, portable crane, electronic equipment, battery storage/batter charging, and a diesel rack which can be provided if the rail vehicles 18 are equipped with diesel equipment.

D. System Integration and Control Document (ICD) Components 108

The kit 4 includes a number of ICD components 108 that can be specifically said to include a number of specifications 112 that pertain to a number of interactions between the number of RVs 18 and the track 28. The number of ICD components 108 can be said to include a number of established values for integration parameters i) between the rail vehicle 18 and the track 28, ii) between the rail vehicle 28 and a right-of-way, iii) between the rail vehicle 18 and a number of structural elements such as bridges, and iv) with regard to a number of signals. The rail vehicle 18 is intended for operation on standard railway track, such as is used in the general railroad system. The various interface values in some of the ICD components 108 are parameters that relate to the rail vehicle 18 to track integration and other parameters related to alignment integration of the rail vehicle 18. Some of these parameters are design-related, and others pertain to maintenance.
There are two primary reasons why these particular parameters are of interest. The first reason is that certain portions of a potential alignment may be designed differently, i.e. with more “forgiveness” than is the normal FRA/AAR interchange railroad. An example is the minimum length of tangent track required between reversed curves. These “relaxed standards” would be relevant where the route may leave an existing freight line, such as for access to a downtown area. More “forgiveness” would also apply to yard and shop track design, thereby allowing the purchase of relatively smaller parcels of land.
The second reason pertains to quirks in the vehicle/track dynamics. An example is the Hudson-Bergan rail vehicle, which cannot operate over certain standard track components such as self-guarded frogs, on account of the low-floor design. Likewise, in Boston, the new BREDA supplied Light Rail Vehicle (LRV) on the Boston MBTA's Green Line experienced a number of derailments due to a combination of track warp and variation in gauge, both of which nevertheless individually met the existing track standards. These locations of combined anomalies were acceptable to the operation of the prior fleet of LRVs. A number of derailments initiated a revision to the track maintenance standards. In the kit 4, various items such as these are identified in advance to the customer 12.
The kit 4 further includes a number of special cases 110 that advantageously communicate a number of compatibility issues 114 of the rail vehicle 18 that are not related to federal regulations, such as geometry parameters, horizontal curves, specifications, etc. While these compatibility issues 114 of the rail vehicle 18 are not defect issues of the rail vehicles 18, these compatibility issues 114 are nevertheless provided as a part of the kit 4 for the customer 12 to ensure consistent operations of these items.
Regarding signals, a meaningful parameter is shunt sensitivity. This value will be of great interest to FRA with regard to grade crossing protection. Shunt sensitivity refers to the ability of the rail vehicle 18 to actuate grade crossing protection as well as to initiate any other signal functionality that may be desired. Certain previous railway installations have experienced major issues with this parameter, and as a result the use of single rail vehicle trains has previously been somewhat restrictive.
By way of example, the ICDs 112 that relate to track and right of way can be said to include a number of established values for integration parameters such as i) static and dynamic clearance envelopes, ii) specialized track standards that are above or are supplemented to FRA, i.e., warp, iii) curving ability such as horizontal, reverse horizontal curves, end excess, center excess, etc., and iv) vertical, such as grade capability, vertical curves, grade compensation for safe braking distance, etc. The number of ICDs 112 typically also include a Structural Portion that includes equivalent bridge ratings and/or a Signals Portion that includes braking and acceleration rates.
A non-conclusive summary list of the ICD components 108 that are included in the kit 4 include three groups or systems which include a track/right of way, a number of signals, and a number of structures such as bridges. The ICD components 108 further include two other groups or systems that include a shop facility component 108 and a station and/or platform component 108. An optional group of ICD components 108 includes a North American safety package for FRA concurrence, which is provided if the railway installation is to include operation that will be used at least in part on the general railroad system.

E. Integration Control Documents (ICDs) 112

The various ICDs 112 include integration parameters for rail vehicles 18 to track and rail vehicle 18 to right of way. Regarding right of way, the relevant ICD 112 includes a number of established values for integration parameters such as i) a static clearance envelope, ii) a dynamic clearance envelope, iii) a maximum allowable gradient, iv) an allowable vertical curvature. i.e., positive to negative grade, v) an allowable vertical curvature, i.e., negative to positive grade, and vi) a minimum allowable radius for horizontal curves. That is, the right-of-way ICD 112 includes an established value for each of these integration parameters, as well as other integration parameters that would be determined based upon the pre-configured rail vehicle 18 as applied to the pre-existing rail installation.
Providing this ICD 112, along with other such ICDs 72 and 112, saves expense for deployment of the railway installation 32. That is, since the rail vehicle 18 is pre-configured, its various operational parameters and other parameters are known. As such, each ICD 72 and 112 typically includes many integration parameters that have already been established based upon the pre-configured rail vehicle 18, which avoids the need to customize the determination of each such integration parameter, which advantageously saves time and expense. That is, if each integration parameter were needed to be established for each railway installation, this would be costly, but by advantageously providing the pre-configured rail vehicle 18 as part of the kit 4, along with the ICDs 72 and 112, many of the integration parameters are already known and thus are pre-established, thus advantageously avoiding the need to determine such integration parameters for each railway installation.
The structural ICD 112 includes a set of equivalent bridge ratings (AASHTO or COOPER, for example), and further includes values for maximum weight and wheel spacing. The track ICD 112 includes a number of established values for integration parameters such as maximum allowed super-elevation, also known as cant, a maximum allowable cant deficiency. It is noted that in FRA-regulated railroads, maximum the allowable cant deficiency is three inches, with four inches allowed if the rail vehicle passes a static lean test. It is further noted, however, that in non-FRA railroads such as Hudson-Bergen at 4.5 inches may use more. The track ICD 112 further includes a minimum distance between reverse curves which, for FRA railroads, generally is one hundred feet, which is well above rapid transit requirements, bat less of an amount will be allowed for a light railway. The track ICD 112 additionally includes a type of wheel including a diameter of wheel, a tread profile such as whether it will it be AAR-1B, etc, a number special track geometric standards that may apply to warp or twist, by way of example, and an allowable run-off rate of curve super-elevation on tangent track. It is noted that the FRA sets standards based upon differences in cross-level for any two points up to sixty-four feet apart.
The signals ICD 112, which can be said to be including level highway crossings, includes a number of established values for integration parameters such as shunt sensitivity. This would include an ability of a designated two-rail-vehicle to positively shunt a track circuit, along with a Service Brake Rate, an Emergency Brake Rate that is also referred to as “GEBR”, and Acceleration rate.
It is understood that values of some of the parameters of the ICDs 112 are a function of how the rail vehicle 18 is configured, e.g., hybrid or pure battery, a single unit or part of a married pair etc. As would be expected for a rail vehicle designed for rapid transit use, the geometric standards are more flexible than FRA allows, as in the example of minimum length of tangent between reverse curves. These values will be of interest to such items as shop and terminal design, as well as to possible segments of route that are off the general railroad system and are therefore not subject to FRA standards. For example, on New Jersey's River Line, of its total thirty-four miles of length, approximately two miles of its in-street operation through downtown Camden are not subject to FRA or AAR requirements as this section is for the exclusive use of the light railway. Depending on the particular service and route, the FRA may require installation of Positive Train Control (PTC). This is not always consistent, however, and an example of which exists between Austin, Texas, whose railway installation is classified as “commuter rail”, is required to install PTC, whereas this is not required in the very similar New Jersey River-LINE, whose railway installation is classified as Light Rail.

F. Safety and Operational Component 116

A safety and operational component 116 is a package that is provided for first responders, operator training, and qualification, by way of example. This can include the safety case component template 24 noted elsewhere herein and is a component 36 of the improved kit 4 and is provided via the improved method 8. The safety and operational component 116 includes a number of safety case documents 120 that are related to the railway installation, with the number of safety case documents 120 being advantageously usable as at least a portion of a basis for obtaining approval from a number of governmental entities to operate the railway installation.

G. The Optional Federal Railroad Administration (FRA) Component 124 for Use of the Rail Vehicle on the General Railway System (GRS)

The FRA component 124 is an optional component 36 of the kit 4 and supports use of the rail vehicle 18 on the GRS The GRS refers to the railroad system of the U.S. (and, by implication, Canada) wherein cars and locomotives are built to specific standards and where interchange between different railroad properties or lines is practiced. The GRS is separate and distinct from so-called “captive” rapid transit, light rail, and street-rail vehicle systems. The GRS is therefore different from the aforementioned actual track 28, for example, that is pre-existing, as well as the potential other track that is either at least partially pre-existing or not yet pre-existing. In addition, although the interchange of freight cars does occur, private industrial railroads are not considered to additionally be a part of the GRS.
The GRS is subject to the regulatory jurisdiction of the FRA, whose primary reason for existence is railroad safety. The FRA does not generally exercise jurisdiction over transit systems, such as rapid, light rail, streetcar, or the aforementioned actual track 28 that is pre-existing as well as the potential other track that may or may not yet be pre-existing. For a host of reasons, the rail vehicles 18 are transit vehicles that do not conform to the FRA's mandatory Standards for rail vehicle design or construction.
In some locations, however, the FRA can permit limited use of transit rail vehicles 18 on the GRS subject to very specific conditions, and this is permitted only under the authority afforded by a number of location-specific and operation-specific waivers to certain of the Standards. Such a waiver may be granted by the FRA in response to a Petition For Waiver that is submitted by the operating entity. The waiver process, which is described in 49 CFR, can be complex, time consuming, and relatively expensive. This is due in part to the wide variety of transit rail vehicles that are in use, including non-FRA-compliant vehicles, the variations in operating practices, and the peculiar desires of specific operators. The petition for waiver must include (among a host of other items):

- a list of specific standards for which a waiver is requested, and reasons for the request;
- how a level of safety “equivalent” to that achieved by each Standard that is sought to be waived will be accomplished; and
- a full Safety Case.
  Clearly the fewer the items for which waiver is requested, the more expeditious will be the review process, and the more likely will be a favorable outcome.

Approximately fifteen transit properties operate, to a greater or lesser extent, over the GRS. These include San Diego Trolley, New Jersey's River Line, Salt Lake City's Light Rail lines, and Austin, Texas—CAP-METRO. Each of these utilize customized modifications to a transit-type railcar. This FRA component 124 of the kit 4 advantageously provides a standardized and cost-effective package of vehicle modifications and/or so-called “equivalent safety measures” that will greatly ease the challenges associated with obtaining a waiver for use of the GRS by the RVs 18. As will be set forth in greater detail elsewhere herein, the FRA component 124 of the kit 4 includes a set of specifications 142 of the rail vehicles 18, a safety case 144, and a pre-written waiver package in the form of a petition 128.
Unlike the other elements of the kit 4 noted elsewhere herein, such as the rail vehicles 18 themselves, platforms 40, shop 66, and track 28 along with issues of right of way, the FRA component 124 is not an Interface Control Document (ICD) in the classic sense, such as would typically describe the interface parameters between two or more engineering systems. Rather, the FRA component 124 may be considered as a document which delineates an interface to the FRA's safety Standards for rail vehicles. These Standards carry the weight of administrative law. A rail vehicle 18 that does not meet all of the Standards pertinent to that class of equipment, which typically can be multiple-unit-connected rail vehicles 18, is prohibited from operation on the GRS unless a vehicle- and property-specific waiver is granted.
The methodology whereby a petition may progress such a waiver is delineated in 49 CFR § 238. The FRA component 124 of the kit 4 advantageously addresses some of the specific FRA design and/or construction Standards and their treatment for a rail vehicle that is intended for use on the GRS. The items included in the FRA component 124 of the kit 4 allowing ease of modification of the basic rail vehicle 18 in accordance with a package 126 of specific GRS design modifications. These modifications are not intended for use on the base vehicle and are over and above the design for the rail vehicle 18. The most relevant sections of the Standards are described in 49 CFR §§ 231, 238, and 239.
The North American practices regarding rail vehicle safety differ somewhat from those of European countries in that those of North America are quite prescriptive, and the European practices are somewhat based upon performance requirements. Perhaps the most significant and commonly invoked compliance issue is the FRA's requirement for a minimum buff strength of 800 kip. It is not feasible for a rail vehicle designed for transit use to achieve this Standard inasmuch as transit vehicles typically achieve 200 to 300 kip buff strengths. There are other Standards that are not applicable to some transit vehicles, such as air brake Standards. While other standards are feasible, they may not be practical to achieve.
On the other hand, a number of FRA designs that allow for compliance with certain Standards are readily achievable and can be implemented at a low cost. In some cases, various petitioners have challenged the FRA's direction to implement such designs or have expended meaningful time and costs in their customized implementation. The FRA component 124 of the kit 4 advantageously forestalls these issues by delineating the specific items that would be modified on a general use pre-configured rail vehicle 18 in a railway installation 32 to be deployed at least in part on the GRS. For other items that might not be installed due to costs or feasibility, this FRA component 124 of the kit 4 indicates how the “equivalent level of safety” is achieved. This equivalent level of safety is required to be addressed during the waiver process and to be included in a comprehensive safety case.
As previously noted, there are in excess of one hundred specific FRA safety standards, most of which apply to the rail vehicle 18, and all of which carry the weight of Administrative Law. With regard to the rail vehicle 18, these can be categorized as: i) compliance is achievable; ii) compliance is not reasonably achievable or is not feasible; and iii) or equivalent compliance as a result of site-specific safety considerations. For example, The Port Authority Trans-Hudson (PATH) service now in operation has been allowed a reduction in Buff Strength. For the situation in which compliance is achievable, examples of compliance would include the triangular headlight pattern, rear marker lights, reflective paint, etc. For situations where compliance is not reasonably achievable or is not feasible, examples of this would include the 800,000 pound Buff Strength Standard, collision posts, etc. For these, alternate safety measures may be combined with “partial” compliance, and waivers may be sought from the specific standard.
In the situation of site-specific safety considerations, these may be identified by FRA in its site or operational assessment and are addressed in a Safety Case. Examples of this include multiple and high risk grade crossings, the inclusion of HAZMATS in freight trains, and/or freight trains being situated on separate but adjacent tracks. Due to these considerations the pre-configured rail vehicle deployed in North American will differ from the pre-configured rail vehicle deployed in, for example, U.K.
The following section describes a number of such specific FRA requirements and further describes their method of resolution for the GRS version of the kit 4, i.e., the version of the kit 4 that includes the optional FRA component 124. The optional ERA component 124 of the kit 4 advantageously may include, for instance, a package 126 of specific GRS design modifications and/or the aforementioned petition 128, provided in a draft form, that is usable to seek a waiver. The draft petition 128 typically will include one or more of a number of standards 132 for which a waiver is capable of being requested, a number of reasons 136 for the requesting of the waiver, a number of explanations 140 of how a level of safety equivalent to that achieved by the at least first standard will be accomplished, the aforementioned set of specifications 142 of the rail vehicle 18, and the aforementioned safety case 144 in at least draft form. The safety case 144 might itself include a verification 148 of a design integrity, an Operate and Maintain (O&M) practice or program 152, an operating safety program 156, and a package for a number of first responders 160.
The following includes a list of FRA requirements that are not exhaustive and are merely exemplary in nature. The relevant sections of the CFR are indicated, and the FRA Standards are available on the website “LEGAL INFORMATION INSTITUTE.” Selected standards set forth in a portion of the FRA component 124 would include:
(A) Structural

- 1. Buff′ Strength of 800 Kips; alternate safety is achieved through temporal separation and grade crossing protection or elimination of highway grade crossings in combination with operating rules and practices, e.g., S&P at level crossings;
- 2. Handholds (Safety Appliances); paragraph 231.14, comply (add to rail vehicle body);
- 3. Strengthened operator compartment (corner and end parts); compliance would be achieved by temporal separation of the rail vehicle with freight vehicles, and/or by strengthening of rail vehicle body and structure;
- 4. FRA window glazing, paragraph 238.221; comply (add to rail vehicle);
- 5. Pilot; compliance achieved by adding a “cow-catcher”.

(B) Lighting

- 1. Triangular Headlight Pattern on lead end (or rotating beacon), paragraph 229.125; comply by providing;
- 2. Rear Marker Lights; comply by providing;
- 3. Reflective markings, comply by providing;
- 4. Emergency Interior Lighting, paragraph 238.115: comply by providing.

(C) Other

- 1. Fire Extinguishers—paragraph 238.103; comply by providing;
- 2. Emergency Access Windows—paragraph 238.113; comply by providing a minimum of four per car on alternating sides;
- 3. Horn and bell; comply by providing;
- 4. Handbrakes, paragraph 238.231; comply by providing (“to be applied by hand . . . hold the loaded unit on the maximum grade anticipated by the operating railroad . . . ”);
- 5. Airbrakes; not applicable
- 6. Fire and Smoke Safety, paragraph 238; comply by providing;
- 7. Passenger train Emergency Response Plan, Part 239; comply by providing.

On River-LINE there was a controversy regarding the exterior lighting on the Bombardier Car. On the Austin, Texas CAP Metro, there were significant disagreements between the FRA and the rail vehicle supplier, some of which pertained to arguably trivial items, e.g., such as the shape of the pilot, sometimes referred to as a “cow catcher”. The FRA component 124 of the kit 4 advantageously provides the FRA considerations and requirements and/or the equivalent safety measures, pre-packaged, thus advantageously saving time and expense.

H. Safety Case 144

Each New Start Passenger Operations requires a safety case to be submitted, and the aforementioned draft safety case 144 is those provided. The submitted safety cases will differ depending upon whether the FRA has jurisdiction. The safety case 144 is thus a general template having numerous features that make it usable for a number of safety cases, and the kit 4 has safety case 144 as a specific and pre-written template. Items which lend themselves to this safety case 144 template include the aforementioned package 160 for a number of first responders who would potentially provide emergency access and methods of emergency evacuation of a rail vehicle 18. Pre-written items thereof also pertain to fire suppression and fire safety as part of the operating safety program 156, for example, and additionally refer to rail vehicle inspection and maintenance in the Operate and Maintain (O&M) practice document 152.
All safety cases provided via the safety case 144 template begin with a series of Hazard Analyses, one of which is an Operating Hazard Analysis or OHA. The OHA is based upon the operation as well as the design of the railway installation. The safety case addresses factors such as urban environment, presence of schools or parks, recognized locations of trespass, and other factors. For operation on an FRA-regulated railway the safety case 144 template includes a discussion for each (i.e., on an individual basis) regulation or standard for which a waiver is requested, and also included therein is the fashion of achieving “equivalent safety” for the standard for which the waiver is sought.
The content of the safety case 144 template is the source of what is ultimately included in a formal System Safety Plan or Safety Management Plan. Such a formal System Safety Plan or Safety Management Plan is required of all transit operations and thus will be required of the railway installation that will be deployed as a result of providing the kit 4. These are submitted to the State Safety Oversight (SSO) organization, which acts as the representative of the FTA. In Pennsylvania, for example, the relevant SSO is housed within PENNDOT, and in California, by way of further example, the relevant SSO is housed within the State Public Utilities Commission (PUC), by way of example. The following is an exemplary outline of a portion of the safety case 144 template that is provided as part of the kit 4 and which serves as the basis for the formal System Safety Plan or Safety Management Plan. It can also serve as the core of a Safety Case intended for superimposing the deployed railway installation on an FRA-regulated railway.
An Introduction and Summary Information portion of the formal System Safety Plan of Safety Management Plan includes the name, location, and length of the proposed railway installation and the responsible operating entity, the expected ridership type and estimated counts, the hours of service and type of rail vehicle, whether or not there is actual or potential FRA jurisdiction and why, the name and locations of SSO, and the name and location of General Manager of the proposed railway installation.
A General Information portion of the formal System Safety Plan or Safety Management Plan includes the regions or areas served, the types of ridership such as commuter, local transit, feeder line, school, a route description and a general layout, the station types and locations, and a route map. Special features such as tunnels are also included.
An Engineering Elements portion of the formal System Safety Plan or Safety Management Plan is in the form of a brief summary and includes the type of track, type of rail vehicle, the signals and their locations, and the type of dispatch center and shop. A Summary of a Service Plan portion of the formal System Safety Plan or Safety Management Plan includes the days and hours of operation, the approximate service frequency, and any service to special venues. An FRA Jurisdiction portion of the formal System Safety Plan or Safety Management Plan explains the basis for FRA jurisdiction, such as a shared track, a shared corridor that employs separate tracks, a crossing a railroad at grade, etc.
An Organization portion of the formal System Safety Plan or Safety Management Plan describes the organization that is deploying and/or building and/or operating and/or managing the railway installation, the role of each department, and each department's responsibilities under the formal System Safety Plan or Safety Management Plan, along with the general management, BOC, and administration. Also provided are the transport and service delivery, the maintenance of equipment, the maintenance of the fixed plant or shop 66, safety, and services such as training, human resources, security, police, and first responders.
An FRA Regulations portion of the formal System Safety Plan or Safety Management Plan is provided only if applicable, and it includes the specific regulations for which any waiver is requested. For each requested waiver, it will include a description of the alternate fashion of achieving equivalent safety. It will further include the general reasons for doing so, such as might include a public benefit, an environmental benefit, or other benefits that are expected to result. The petitioner must explain the reasons FRA should grant the requested waivers. It is noted the majority of regulations for which a waiver will be requested in conjunction with deploying the railway installation via waiver feature provided in the kit 4 will pertain to the rail vehicle 18. Exemplary reasons for waivers include i) compliance with regulation is not feasible, such as 800 kip Buff Strength, or ii) compliance is not practiced, such as in the situation of air brakes. Also described is what will be achieved through redesign, i.e., a triangular headlight, rear marker light standards on the rail vehicle, FRA track standards for track condition, and FRA tests and inspection standards on grade crossing protective devices, etc.
A Hazard Management portion of the formal System Safety Plan or Safety Management Plan includes a Preliminary Hazard Assessment (PHA), an Operating Hazard Assessment (OHA), any Special Hazards such as operation by schools or in a flood plain, through tunnels, and/or operation near TIH facilities, and Hazards due to freight trains, if applicable. This process begins with an identification of any hazards, which is followed by a classification of hazards as to likelihood in terms of frequency of expected occurrence and severity in terms of loss or damage that accrues from the occurrence of an incident.
Hazards that fall into an unacceptable zone of a Hazard Matrix (as per mil STD 882) require mitigation. Methods of mitigation are described below in order of desirability. An example is that of an experience with operation of one car, specifically DMU trains during a leaf season. The trains were relatively lightweight and were equipped with dynamic and disc brakes, but the trains lacked wheel-tread brakes, and the track circuits were prone to a loss of shunt condition under certain conditions Elimination of Hazard by Design Changes, which could be referred to as a “Design Out”, was infeasible Mitigation by Design Changes involved installing brush-based wheel tread cleaners on all rail vehicles. Mitigation by Operating and Maintenance Practices that involved exercising careful management of track circuit energy and instituting a high pressure water-spray cleaning of the rail on a bi-weekly basis were incorporated. Restrictions on Use involved requiring the first train in the morning to have a two rail vehicle consist, with single rail vehicle not permitted as the first train by Special Instruction.
The resultant Safety Management Plan (SMP) ultimately is a relatively standardized plan that is based upon the pre-configured rail vehicle, the standard station and shop layout, and the track and way integration parameters. The major differences in the various SMPs that are developed from the template version of the formal System Safety Plan or Safety Management Plan that is provided as part of the kit 4 will be in content, but not in format. Moreover, those major differences are between those aspects applied when operating on the General Railroad System under FRA jurisdiction and those aspects applied when operating in a pure transit system that is a non-FRA environment. This SMP procedure consists of providing a formal written delineation of the SMP, including a comprehensive section on Hazards and Hazard Management on FRA properties, and by further providing a number of clearly defined proposals for achieving Equivalent Safety for waived Standards and methods by which any new hazards are identified and managed. The SMP procedure also includes a formal statement of the processes and authorities of the System Safety Committee and its membership. The SMP procedure further includes methods by which the Safety Case and the SMP are kept current. The SMP procedure will further include the process of change control, and will set forth the requirements for internal and external audits.
An Appendix portion of the Safety Case that ultimately results from the safety case template 76 also includes subordinate or related plans and documents such as a maintenance of way plan, a maintenance of rolling stock plan, operating practices, rules and/or special instructions.

I. Financing Component 164

The kit 4 also advantageously includes a financing component 164 by which advice is provided as part of the kit 4 to obtain financing for purchase or lease of the kit 4. This advice can include financing options 168 including the providing to the customer 12 of a number of instructions 172 for one or more of, for instance, an offering of a number of municipal bonds 176, the obtaining of a number of loans 178, the obtaining of grants 180, etc., for example and without limitation.
It thus can be seen that the improved kit 4 and the improved method 8 advantageously permit a railway installation 32 to be easily deployed on an existing track installation 28 or on track that is not yet existing with far less cost and time than typically would be the case. Such advantages in cost and time result from the pre-configured rail vehicle 18, the pre-configured stations 40, and the other components of the kit 4 including numerous components that are collectively referred to herein with the numeral 36 and that are set forth herein. By performing the engineering and integration operations only once on the rail 32, the stations 40, and the shop 66, by providing the ICDs and a safety case in template form, and by providing the FRA kit and the financing, much of the cost, risk, time delay, and effort that would be required to deploy light rail or light commuter and feeder railways is advantageously avoided. Other advantages will be apparent.
While specific embodiments of the disclosed concept have been described in detail, it will be appreciated by those skilled in the art that various modifications and alternatives to those details could be developed in light of the overall teachings of the disclosure. Accordingly, the particular arrangements disclosed are meant to be illustrative only and not limiting as to the scope of the disclosed concept which is to be given the full breadth of the claims appended and any and all equivalents thereof.

Claims

1-8. (canceled)

9. A method of implementing a railway installation onto at least one of a track that is pre-existing and another track that is either at least partially pre-existing or not pre-existing, comprising:

providing a fully integrated, pre-configured package (or “kit”) comprising:

a Rail Vehicle (“RV”) component comprising a number of RVs that are preconfigured for operation on at least one of the track and the another track; and

further comprising at least one item selected from among a group of items, the group of items comprising:

an integration and control document (ICD) component comprising a number of ICDs that have a number of specifications that pertain to a number of interactions between the number of RVs and at least one of the track and the another track;

a safety and operational component comprising a number of safety case documents that are related to the railway installation, the number of safety case documents being usable as at least a portion of a basis for obtaining approval from a number of governmental entities to operate the railway installation;

an amount of applications engineering;

a platform component comprising at least one of:

a platform plan that comprises at least one of a platform design that is usable to construct a number of platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and another track,

a number of preconfigured platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and the another track, and

a number of installed preconfigured platforms that are situated adjacent at least one of the track and the another track; and

a shop component comprising at least one of:

a shop plan that comprises at least one of a shop design and an equipment guide, the shop design being usable to construct a shop in the vicinity of at least one of the track and the another track, the equipment guide comprising a description that comprises a number of specifications of a set of equipment that is usable to service the number of RVs and a number of positions in the shop where the set of equipment can be situated,

a preconfigured shop kit from which the shop can be constructed with the use of the shop design, and

a set of equipment that can be positioned in the shop according to the equipment guide.

10. The method of claim 9 wherein the group of items further comprises a Federal Railroad Administration (FRA) component that comprises a petition for waiver having one or more of:

at least a first standard for which a waiver is requested;

a number of reasons for the requesting of the waiver;

a number of explanations of how a level of safety equivalent to that achieved by the at least first standard will be accomplished; and

a safety case.

11. The method of claim 10 wherein the safety case comprises one or more of:

a verification of a design integrity;

an Operate and Maintain (O&M) practice;

an operating safety program; and

a package for a number of first responders.

12. The method of claim 9 wherein the group of items further comprises a financing component comprising a number of financing options having a number of instructions for one or more of:

sale or lease of the kit

an offering of a number of municipal bonds;

an obtaining of a number of loans; and

an obtaining of a number of grants.

13. The method of claim 9, wherein the amount of applications engineering of the group of items comprises an amount of pre-engineering directed toward a number of elements that are comprised among at least one of:

at least one of the track and the another track;

a right of way of at least one of the track and the another track;

at least a first platform of a number of platforms;

a number of stations;

a number of shops;

a yard; and

a pre-integration of at least one of these based at least in part upon at least a first RV of the number of RVs.

14. The method of claim 13, wherein the amount of applications engineering of the group of items further comprises an amount of pre-engineering directed toward the at least first platform that comprises am amount of pre-engineered framing for the at least first platform and that comprises a number of modules for at least one of a canopy and an Americans with Disabilities Act (ADA) ramp access.

15. The method of claim 9, wherein the amount of applications engineering of the group of items comprises an application of an improved kit that is used to set back a platform from the track by a distance sufficient to accommodate a number of freight trains, and further comprises an additional installation of a number of step plates mounted on at least one of the platform and a floor of at least one RV of the number of RVs that extends at least one of the platform and the floor of the at least one RV to bridge a gap between them.

16. The method of claim 9, wherein the pre-configured package comprises at least the amount of applications engineering.

17. The method of claim 9, wherein the pre-configured package comprises at least the integration and control document (ICD) component comprising the number of ICDs that have the number of specifications that pertain to the number of interactions between the number of RVs and the at least one of the track and the another track.

18. The method of claim 9, wherein the pre-configured package comprises at least the safety and operational component comprising the number of safety case documents that are related to the railway installation, the number of safety case documents being usable as at least a portion of a basis for obtaining approval from a number of governmental entities to operate the railway installation.

19. The method of claim 9, wherein the pre-configured package comprises at least the platform component comprising at least one of:

a platform plan that comprises at least one of a platform design that is usable to construct a number of platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and another track;

a number of preconfigured platforms and an installation guide that is usable to install the number of platforms adjacent at least one of the track and the another track; and

a number of installed preconfigured platforms that are situated adjacent at least one of the track and the another track.

20. The method of claim 19 wherein the kit comprises an installation guide that comprises a foundation design and that is usable to install the number of platforms adjacent at least one of the track and another track.

21. The method of claim 9, wherein the pre-configured package comprises at least the shop component comprising at least one of:

a shop plan that comprises at least one of a shop design and an equipment guide, the shop design being usable to construct a shop in the vicinity of at least one of the track and the another track, the equipment guide comprising a description that comprises a number of specifications of a set of equipment that is usable to service the number of RVs and a number of positions in the shop where the set of equipment can be situated;

a preconfigured shop kit from which the shop can be constructed with the use of the shop design; and