Critical Incident Management and Clearance Practices for Rail Transit (2015) / Chapter Skim
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Pages 9-21
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From page 9... ...
10 chapter three SURVEY RESULTS This chapter presents survey results regarding coordination and communication with local jurisdictions; minimizing passenger impacts; limiting service disruptions on adjacent tracks; issues unique to electrified territory; safety of nonrailroad/non-transit personnel; accelerating cleanup and keeping a train in service; accident data/evidence collection procedures; and challenges and constraints. Thirty-five (35)
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11 TABLE 3 RAIL MODES OPERATED BY RESPONDING AGENCIES Mode No. Agencies Responding % Agencies Responding Light Rail 20 59 Commuter Rail 19 56 Rapid Transit/Heavy Rail 10 29 Total 34 100 Light Rail Only 9 26 Commuter Rail Only 9 26 Heavy Rail Only 3 9 All Three Modes 3 9 Light Rail and Heavy Rail 3 9 Commuter Rail and Light Rail 6 18 Commuter Rail and Heavy Rail 1 3 Source: Survey results.
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12 Table 9 shows actions taken with regard to uninjured passengers on the train. The most common actions are to interview or take statements from the passengers; and to arrange alternate transportation.
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13 TABLE 12 ACTIONS TO MINIMIZE PASSENGER IMPACTS FOR ON-BOARD PASSENGERS Action No. AgenciesResponding % Agencies Responding Clear, detailed communication 12 41 Faster response in getting more staff on-site 6 21 Availability of equipment for alternate service 5 17 More education of first responders 4 14 Use of social media for faster communication 2 7 Advance agreement on procedures 2 7 Other 5 17 Total 29 100 Source: Survey results.
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14 location, time of day, and availability of vehicles and personnel are important factors. One agency explained that the focus for a short delay is clearing the incident and restoring service, possibly through adjacent-track operation, while bus bridges/shuttles are used for longer delays.
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15 Impediments to limiting service disruptions on adjacent tracks are reported in Table 18. The level of familiarity with rail among first responders or their willingness to release the scene was mentioned most often.
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16 Responsibility No. Agencies Responding % Agencies Responding Agency 16 62 Local Municipality/First Responders 2 8 Varies/Other 8 31 Total 26 100 Source: Survey results.
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17 TABLE 23 AGENCY ACTIONS TO ENSURE SAFETY OF NON-AGENCY PERSONNEL Action No. Agencies Responding % Agencies Responding Non-mandatory training offered 11 39 Mandatory training 6 21 Active escort for all or for untrained 3 11 Safety personnel on-site at every incident 3 11 Interagency exercises with post-review focused on safety issues 2 7 Strict right-of-way rules 2 10 Other 5 18 Total 28 100 Source: Survey results.
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18 Action No. Agencies Responding % Agencies Responding Needed personnel on site 12 43 Use of outside contractors for cleanup 8 29 Good command and control 4 14 Prompt inspection of rail vehicles 2 7 Plan to restore service/headways 2 7 Other 7 25 Total 28 100 Source: Survey results.
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19 TABLE 27 STRATEGIES TO ALLOW TRAIN TO REMAIN IN SERVICE Strategy No. AgenciesResponding % Agencies Responding May remain in service 10 50 Train will not remain in service 5 25 Adjacent-track operation to allow all trains to remain in service 3 15 Varies by incident 2 10 Total 20 100 Source: Survey results.
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20 TABLE 29 PROCEDURES REGARDING ACCIDENT EVIDENCE Procedure No. Agencies Responding % Agencies Responding Agency police department controls 8 28 Agency standard operating procedures (SOP)
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21 TABLE 32 ACTIONS FOR FUTURE HANDLING OF ACCIDENT EVIDENCE AND DATA COLLECTION Action No. Agencies Responding % Agencies Responding Well-trained personnel with proper equipment 6 29 Preserving evidence/single custodian/timeline 4 19 Proper procedures/investigative training 4 19 Command and control 3 14 Early securing and control of incident site 3 14 Using your police if you have your own force 2 10 Prompt review of video evidence 2 10 Other 5 24 Total 21 100 Source: Survey results.
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22 TABLE 34 MAJOR CHALLENGE FOR CRITICAL INCIDENT MANAGEMENT AND CLEARANCE PRACTICES Challenge No. Agencies Responding % Agencies Responding Communication with passengers 5 19 Sheer number of emergency response agencies to train within service area 4 15 Procedural/other differences among local jurisdictions 4 15 Lack of understanding of rail accidents and the need to restore service expeditiously for riders remaining on the train 3 12 Agency response time due to heavy traffic and remote location of incident 2 8 Electrification/power issues 2 8 Any blockage of main line for more than 30 minutes peak or 60 minutes off-peak 1 4 Decision-making at the scene 1 4 State regulations regarding accident investigations 1 4 Location of major bridge structures 1 4 Ability to evacuate in the event of a major flood 1 4 None to speak of 1 4 Total Responding Agencies 26 100 Source: Survey results.
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