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Part IV
Department of
Transportation
Federal Transit Administration
49 CFR Part 659
Rail Fixed Guideway Systems; State Safety
Oversight; Final Rule
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Federal Register / Vol. 70, No. 82 / Friday, April 29, 2005 / Rules and Regulations
DEPARTMENT OF TRANSPORTATION
Federal Transit Administration
49 CFR Part 659
[Docket No. FTA–2004–17196]
Dockets Management System (DMS) on
the DOT home page at http://
dms.dot.gov. The DMS is available 24
hours each day, 365 days each year.
Follow the online instructions for more
information.
Outline of Preamble
I. Background
Rail Fixed Guideway Systems; State
II. Purpose
Safety Oversight
III. Rulemaking Overview/Summary of Rule
Changes
AGENCY: Federal Transit Administration
IV. Overview of the Comments
(FTA), DOT.
V. Section by Section Discussion of Public
Comments
ACTION: Final rule.
• General Comments
SUMMARY: The Federal Transit
• Definitions
• Withholding of Funds for
Administration is revising its rule on
Noncompliance
state safety oversight of rail fixed
• Designation of Oversight Agency
guideway systems not regulated by the
• Confidentiality of Investigation Reports
Federal Railroad Administration (FRA).
and Security Plans
Since January 26, 1996, when the rule
• Oversight Agency Program Standard
took effect, the agency has gained
• System Safety Program Plan
experience and insight concerning the
• System Security Plan
• Rail Transit Agency Review of its System
benefits of and recommended practices
Safety Program Plan
for implementing state safety oversight
• Rail Transit Agency Internal Safety and
requirements. This final rule revises the
Security Review
State Safety Oversight rule and adds
• Oversight Agency Safety and Security
clarifying sections, further specification
Review
concerning what the state must require
• Hazard Management Process
to monitor safety and security of non• Accident
FRA rail systems, and incorporates into
• Corrective Action Plans
• Oversight Agency Reporting to the
the body of the regulation material
Federal Transit Administration
previously incorporated by reference.
• Conflict of Interest
The revised part should be easier to
VI. Section-by-Section Final Rule Analysis
understand and ensure greater
VII. Distribution and Derivation Tables
compliance of the State oversight
VIII. Regulatory Process Matters
agencies, and enhance the safety and
• Executive Order 12866
security of the rail systems governed by
• Departmental Significance
this part.
• Regulatory Flexibility Act
• Unfunded Mandates Reform Act of 1995
DATES: The effective date of this rule is
• Executive Order 13132 (Federalism
May 31, 2005. The compliance date of
Assessment)
this rule is May 1, 2006.
• Paperwork Reduction Act
FOR FURTHER INFORMATION CONTACT: For
• List of Subjects
RIN 2132–AA76
program issues, Jerry A. Fisher or Roy
Field, Office of Safety and Security,
Federal Transit Administration, (202)
366–2896 (telephone) or (202) 366–3394
(fax). For legal issues, Richard Wong,
Office of Chief Counsel, Federal Transit
Administration, (202) 366–4011.
SUPPLEMENTARY INFORMATION:
Availability of the Final Rule
You may download this rule and
other safety rules from the FTA Office
of Safety and Security home page at
http://transit-safety.volpe.dot.gov. The
rule may also be downloaded from the
Government Printing Office’s Federal
Register Main Page at http://
www.gpoaccess.gov/fr/index.html. Users
may download an electronic copy of
this document using a modem and
suitable communications software from
the GPO Electronic Bulletin Board
Service at (202) 512–1661. To access all
comments received by the U.S. DOT
Dockets, Room PL–401, refer to the
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I. Background
This document adopts as final a new
part 659, Rail Fixed Guideway Systems;
State Safety Oversight. This preamble to
the final rule contains a brief regulatory
and program background about FTA’s
state safety oversight program. It also
summarizes the final rule provisions,
and discusses in detail the comments
received on the proposed rule. We also
include in the preamble a section by
section description of the regulation.
This is important, because, as discussed
in the proposed rule, we have changed
the organization of the rule to enhance
usability. As a further aid, we are
publishing at the end of this preamble,
distribution and derivation tables,
which track where old sections are in
the revised part 659 and, conversely, the
old section from which the new part 659
sections are derived.
The preamble to a proposed rule
typically contains more detailed
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information than the final rule, because
it lays out in detail the provisions to aid
public comment. This is true for this
proposed and final rule as well, but we
have included a level of information in
today’s Federal Register document that
will provide a cogent explanation of the
intent and provisions of the program.
Regulatory Background. In 1991,
Congress required for the first time that
the Federal Transit Administration
(FTA) establish a program providing for
the State-conducted oversight of the
safety and security of rail systems not
regulated by the Federal Railroad
Administration (FRA). (See Intermodal
Surface Transportation Efficiency Act of
1991, Pub. L. 102–240, Sec. 3029, also
codified at 49 U.S.C. 5330.) FTA
published its final rule adopting a new
part 659, Rail Fixed Guideway Systems;
State Safety Oversight, on December 27,
1995 (60 FR 67034). The final rule went
into effect January 26, 1996.
For reasons described in the next
section of this preamble, the agency
determined that improvements could be
made to part 659. Accordingly, on
March 9, 2004, FTA published a Notice
of Proposed Rulemaking (NPRM)
proposing changes to its state safety
oversight rule contained in 49 CFR part
659. Today’s document contains the
final rule, making changes to the
substance and format of the existing part
659. These changes are detailed later in
this preamble.
Program Background. When FTA
issued its final rule in 1995, only five (5)
states maintained provisions for safety
oversight of rail transit agencies. Today,
twenty-six (26) state oversight agencies
have developed and implemented state
safety oversight programs affecting
forty-four (44) rail fixed guideway
systems. It is projected that over the
next decade, an additional four (4) state
oversight agencies and as many as
twelve (12) new starts rail transit
systems may be affected by part 659.
Since part 659 created a community
of oversight agencies where previously
few existed, the initial goal of the
rulemaking was to ensure that states
were provided with sufficient authority
to establish programs that met the rule’s
statutory requirements. Now, after eight
years of experience in implementing
part 659 and evaluating its performance,
FTA has identified changes that will
improve the program. Today’s final rule
addresses many of these changes.
Since the beginning of the state safety
oversight program, FTA has maintained
outreach with a variety of groups,
including the affected states, rail transit
agencies, our DOT sister agency, FRA,
the National Transportation Safety
Board (NTSB), and the American Public
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Transportation Association (APTA). In
addition, FTA has instituted a
regulatory compliance program to
ensure compliance with the rule’s
provisions. Since the program went into
effect, FTA has received several
recommendations concerning possible
program improvements, and has taken
these recommendations into
consideration in the development of the
final rule.
For example, the final rule clarifies
the role of the state oversight agency
and the role of the rail transit provider.
We have done this by reorganizing the
regulation and including more complete
descriptions of the responsibilities of
the state, the state oversight agency, and
what the state oversight agency must
require of the rail transit property. The
final rule also includes a new definition
of hazard and contains a separate
section on a hazard management plan.
In addition, in September 2002, the
NTSB issued recommendations to FTA
(R–02–18 and –19). NTSB stated that the
APTA Manual, published on August 20,
1991, does ‘‘not contain the necessary
specific guidance for assessing the
effectiveness of rules compliance
programs; as a result, the guidelines are
not effective tools for regulatory
authorities or transit agencies.’’ The
NTSB recommended that rail transit
agencies adopt, in their system safety
program plans, specific standards
covering rules compliance and
efficiency testing programs for
operations and maintenance personnel.
NTSB also recommended to APTA that
it update its Manual to address this
concern and that FTA adopt the
updated APTA Manual.
APTA may choose to update its
Manual. However, to provide a more
user-friendly regulation, the FTA
determined that it is in the interest of
our users to publish all of the provisions
of the APTA Manual in the state safety
oversight regulation. By eliminating a
reference to the APTA manual in the
regulation, and listing all requirements
in full, this allows FTA to respond to
changed circumstances and subsequent
recommendations from NTSB directly
through the rulemaking process. This
listing also provides greater usability of
the regulations, since all of the
requirements are printed in one place.
II. Purpose
This rule is published to improve the
performance of the State Safety
Oversight Program and to ensure the
following outcomes: (1) Enhance
program efficiency; (2) increase
responsiveness to recommendations
from the NTSB and emerging safety and
security issues; (3) improve consistency
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in the collection and analysis of
accident causal factors through
increased coordination with other
Federal reporting and investigation
programs; and (4) improve performance
of the hazard management process. The
rule also clarifies FTA’s oversight
management objectives, and streamlines
current reporting requirements,
including the change from paper
reporting to electronic reporting.
Finally, the rule addresses heightened
concerns for rail transit security and
emergency preparedness.
III. Rulemaking Overview/Summary of
Rule Changes
FTA amended several sections of the
State Safety Oversight rule. These
changes are summarized below,
according to their effect on state,
oversight agency, rail transit agency,
and FTA roles and responsibilities.
The State
Under this rule, the primary
responsibility of the state remains
designating an entity—other than the
rail transit agency—to oversee the safety
and security of a rail fixed guideway
system. If a rail fixed guideway system
operates in more than one state, each
state may designate an entity as the
oversight agency or may agree to
designate one agency from one state to
provide oversight. In either case, this
rule requires that in all circumstances in
which a rail fixed guideway system is
operating in multiple states, the rail
transit agency operating the rail fixed
guideway system must be subject to
only one program standard.
In addition, an affected state’s
designation of its oversight agency must
now either coincide with the execution
of any New Starts project grant
agreement between FTA and the rail
fixed guideway system within the state’s
jurisdiction, or occur before the
application for funding under FTA’s
formula program for urbanized areas (49
U.S.C. 5307) by an entity meeting the
definition of rail fixed guideway system.
Within sixty (60) days of designating
the oversight agency, the state must
make its designation submission to
FTA. A state that has already designated
an oversight agency before the
implementation of this rule does not
need to re-designate. Should a state
change its designated oversight agency,
it must submit its proposed designation
to FTA for review and approval within
thirty (30) days of its change. After FTA
approves the oversight agency
designation, the designated oversight
agency must provide its initial
submission within thirty (30) days of
receiving FTA’s approval.
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The state may prohibit public
disclosure of investigation reports.
Furthermore, states are not required to
make available the rail transit agency’s
security plan or referenced procedures.
If states cannot protect rail transit
agency security plans or supporting
procedures from public disclosure, then
the state must review these documents
on-site at the rail transit agency.
The Oversight Agency
This rule identifies the minimum
requirements for the oversight agency’s
development of its program standard
and the rail transit agency’s
development of its system safety
program plan and security plan. In the
previous regulation some of these
standards were contained in the APTA
Manual, which was incorporated by
reference into the regulation.
Each oversight agency must require
the rail transit agency to develop and
maintain a separate system safety
program plan and system security plan
that complies with the oversight
agency’s program standard and
requirements specified in this part. The
oversight agency must still require the
rail transit agency to conduct internal
safety and security audits.
The oversight agency must review and
approve the rail transit agency’s annual
report, documenting rail transit agency
internal safety and security audit
findings. The rule also requires the
oversight agency to oversee an annual
review by the rail transit agency of its
system safety program plan and system
security plan to determine whether or
not either plan must be modified or
updated. The oversight agency must
review and approve any modification or
update.
The oversight agency must require the
rail transit agency to develop a hazard
management process as part of its
system safety program plan, to be
reviewed and approved by the oversight
agency. The oversight agency must
require the rail transit agency to
develop, in coordination with the
oversight agency, thresholds for the
notification and reporting of hazards to
the oversight agency. Measures to
eliminate or control hazards and the
associated corrective actions are to be
managed through the hazard
management process, including rail
transit agency procedures for providing
the oversight agency with reports to
track mitigation.
FTA has modified the thresholds for
the notification and investigation of
accidents. The oversight agency must
require rail transit agencies to report the
occurrence of accidents within two (2)
hours. In those instances where the rail
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transit agency shares track with the
general railroad system and is subject to
FRA notification requirements, the rail
transit agency must notify the oversight
agency within two (2) hours of an
incident for which FRA is notified.
The oversight agency must
investigate—or cause to be
investigated—all accidents meeting the
notification and investigation
thresholds. The oversight agency must
review and approve all procedures—
except those used by the NTSB—that
will be used to conduct an investigation
on its behalf. Should the oversight
agency not accept the rail transit
agency’s investigation report, it must
either conduct its own investigation or
prepare its own report with the
amended findings. If the NTSB
investigates an accident, the oversight
agency remains responsible for the
development of the accident report and
corrective actions. It may adopt, in
whole or in part, NTSB’s report and
findings, just as it may adopt, in whole
or in part, the rail transit agency’s
investigation report and findings.
The oversight agency must require the
rail transit agency to develop corrective
action plans to address findings from
accidents and the oversight agency’s
three-year safety and security review. In
the case of accident investigations, the
oversight agency is responsible for
ensuring that a corrective action plan is
developed, implemented, and tracked,
regardless of the entity that conducts the
investigation on the oversight agency’s
behalf. Should the NTSB conduct the
accident investigation, the oversight
agency must identify a process for
evaluating NTSB findings to determine
whether or not corrective actions should
be implemented. The oversight agency
must also identify a dispute resolution
process for corrective action plan
implementation, should the rail transit
agency disagree with the oversight
agency.
The oversight agency must still
submit three types of reports to FTA: the
initial submission, annual reports, and
periodic reports. The initial submission
must be delivered to FTA not later than
sixty (60) days prior to the
commencement of passenger operations
for any New Starts system. All
designated oversight agencies must
provide FTA with an initial submission
by the rule’s date of effectiveness. An
oversight agency designated after the
rule’s date of effectiveness must make
its initial submission by the date
specified in its designation submission,
but no later than sixty (60) days prior to
the commencement of passenger
operations. In the event a state changes
its oversight agency, the initial
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submission is due within thirty (30)
days of the new designation. The initial
submission must include the oversight
agency program standard, all referenced
procedures, and certification that the
rail transit agency system safety
program plan and the system security
plan have been developed, reviewed,
and approved by the oversight agency.
Annual reports must summarize
oversight activities for the preceding
twelve (12) months, including: a
description of the causal factors of
investigated accidents and status of
corrective actions, updates, and
modifications to rail transit agency
program documentation; a report that
documents findings from three-year
safety review activities, whether or not
a three-year safety review has been
completed since the last annual report
was submitted; a description of the
program standard and supporting
procedures, if they have changed during
the preceding year; and certification that
any changes or modifications to the rail
transit agency system safety program
plan or system security plan have been
reviewed and approved by the oversight
agency.
FTA may request periodic reports
from the oversight agency. All three
types of reports must be submitted
electronically to FTA.
The oversight agency must ensure that
there is no conflict of interest by either
the oversight agency or an entity
operating on its behalf in providing
oversight activities required in this rule.
Rail Transit Agency
FTA added the definition of ‘‘rail
transit agency’’ as the agency
responsible for operating the rail fixed
guideway system. FTA modified the
definition of ‘‘rail fixed guideway
system’’ to ensure that states, their
designated oversight agencies, and rail
transit agencies have completed
applicable requirements prior to the
start of passenger operations.
The rail transit agency is still required
to develop a system safety program plan
and security plan that complies with the
oversight agency’s program standard
and the minimum requirements
specified in this rule. However, the two
documents must be developed and
maintained separately. The rail transit
agency must review its system safety
program plan and security plan
annually. If either the system safety
program plan or security plan must be
modified, the rail transit agency must
submit the modified plan to the
oversight agency for review and
approval.
The rail transit agency must ensure
that all elements of its system safety
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program and security plan are reviewed
in an ongoing manner over a three-year
cycle, in accordance with internal audit
requirements. The rail transit agency
must provide the oversight agency at
least thirty (30) days notice prior to the
conduct of scheduled internal safety
and security reviews. The rail transit
agency must also submit to the oversight
agency checklists and procedures to be
used in conducting the reviews. The rail
transit agency’s chief executive must
submit a statement of compliance or
noncompliance with its system safety
program plan or security plan, along
with the rail transit agency’s annual
report, to the oversight agency. If the rail
transit agency is in noncompliance, the
report must identify the areas that do
not conform to the rail transit agency’s
system safety program plan, and must
list measures being taken to bring these
areas into compliance.
The rail transit agency must develop
and implement a hazard management
process that includes, at a minimum, a
definition of the rail transit agency’s
approach to the hazard management and
resolution process, a list of the sources
and mechanisms used to support the
ongoing identification of hazards, the
process by which identified hazards
will be evaluated and prioritized for
elimination or control, the mechanism
used to track identified hazards to
resolution, the minimum thresholds for
notification and reporting hazards to the
oversight agency, and the process for
ongoing reporting of hazard resolution
activities to the oversight agency.
The rail transit agency must notify the
oversight agency within two (2) hours of
accidents in a format defined by the
oversight agency. The rail transit agency
must provide verification that corrective
actions to address the finding(s) from an
accident investigation are implemented
as described in a corrective action plan,
or must propose an alternative action(s)
to be implemented subject to oversight
agency review and approval. The rail
transit agency must provide periodic
reports as requested by the oversight
agency detailing the status of corrective
action implementation.
Federal Transit Administration
The FTA will continue to evaluate
whether states have complied with the
rule or have made adequate efforts to
comply with it. This rule directs FTA to
approve state designation submittals,
oversight agency initial submissions,
and oversight agency annual
submissions. FTA retains the authority
to request periodic submissions from
oversight agencies.
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IV. Overview of the Comments
FTA received eighteen (18) comments
in response to the NPRM. FTA
considered all comments filed. The
breakdown among commenter
categories is as follows:
State DOTs ...............................................
Transit Agencies ......................................
Public Utilities .........................................
Trade Associations ..................................
States ........................................................
7
6
2
2
1
Our evaluation of the comments did
not lead to substantial changes between
the NPRM and this Final Rule. In
Section V below, we discuss in detail
the public comments addressing issues
raised in the NPRM.
V. Section by Section Discussion of the
Comments
General Comments
Historically, states have raised
concern over the lack of Federal funding
to assist them in the development and
implementation of safety and security
oversight programs. In response to
FTA’s NPRM, several commenters
addressed the issue of what the states
term an ‘‘unfunded mandate.’’
Two commenters stated that the
proposed rule would increase the
burden on the states to perform
oversight without providing any
funding. These commenters noted that
the proposed increase in workload is
beyond their current state funding
levels. One of the commenters suggested
that safety oversight could be monitored
and enforced through FTA’s Triennial
Review Process instead of through the
states. One commenter noted that FTA
makes funds available to support the
development of the oversight program.
The commenter recommended that
‘‘FTA provide funding for all capital
projects includ[ing] monies to the
[oversight agency] for the significant
additional costs of safety and security
certification.’’ One commenter
suggested that FTA identify ways to
minimize the information collection
burden without reducing the quality of
the collected information.
Finally, one commenter suggested
that the rule should take into account
typical state funding cycles in relation
to the schedule for implementing
corrective actions.
FTA Response. For purposes of
required analysis under Federal law
applicable to Federal agencies, as
discussed in Part VI of this preamble,
this rule does not constitute an
‘‘unfunded mandate.’’ FTA has
attempted to identify Federal funding
sources to support state safety oversight.
For states with New Starts projects,
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capital grant monies may be used for the
initial development of state oversight
agencies. However, neither operating
nor capital grants can be used to support
existing oversight agencies once
passenger service commences.
FTA provides technical assistance to
state oversight agencies under
development or in existence in an effort
to effectively promote safety and
security in the rail transit environment
and to reduce the learning curve of a
state new to the program. The rule
makes allowances for state funding
cycles and corrective action
implementation dates. The
implementation cycle of corrective
actions continues to be a local issue,
and schedules for the implementation of
corrective actions should be decided by
the rail transit agency, with appropriate
state oversight, taking into consideration
the funds available to implement the
corrective actions. FTA believes that the
rule allows the rail transit agency and
oversight agency to identify an
appropriate schedule for corrective
action implementation.
Definitions
One commenter recommended
changing the definition of ‘‘hazard’’ to
‘‘hazard means any real or potential
conditions,’’ rather than just stating
‘‘hazard means any condition.’’ The
commenter recommended that FTA
clearly define the context of real or
potential condition. Two commenters
suggested that FTA replace the phrase
‘‘hazardous condition’’ with ‘‘hazard.’’
One commenter suggested including a
definition of ‘‘medical attention’’ (a term
used in § 659.33) and ‘‘first aid.’’ Three
commenters suggested that definitions
should be included for ‘‘damage to a
system’’ and ‘‘damage to the
environment,’’ terms used in the
definition of ‘‘hazard.’’ These
commenters suggested that the terms be
quantifiable.
A few commenters suggested that
FTA either remove the definition of
‘‘rail transit-controlled property’’ or
limit its applicability to only areas that
support operations, including revenue
facilities.
A few commenters also suggested that
changes be made to the definition of
‘‘individual.’’ The comments ranged
from deleting the term to modifying the
definition to make it less restrictive.
Two commenters recommended that the
definition on ‘‘passenger’’ include
‘‘patron’’ to address persons who have
just used or intend to use the rail transit
system.
One commenter requested that the
rule include the definition of ‘‘security
breach.’’ Finally, one commenter
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recommended that the rule define
‘‘qualified professional.’’
FTA Response. FTA believes that a
Federal standard defining the real or
potential condition for which a rail
transit agency must mitigate as a hazard
oversteps the intent of this rule. The
rule’s definition of hazard currently
allows management and safety
representatives from the rail transit
agency—with approval by the oversight
agency and potential review by FTA—
the opportunity to identify and define
the ‘‘real or potential condition’’ for
which the rail transit agency must
mitigate to a level that is acceptable by
management and the state oversight
agency.
In response to commenters
recommending the replacement of
‘‘hazardous condition’’ with ‘‘hazard,’’
FTA concurs and has made this change
throughout the rule.
FTA does not agree with the
recommendation by the commenter to
remove the definition of ‘‘rail transitcontrolled property.’’ It is important to
maintain consistency within FTA’s data
collection programs, specifically state
safety oversight and the National Transit
Database (NTD). Furthermore, through
its definition of rail transit-controlled
property, FTA expects that safety or
security incidents occurring on property
controlled by the rail transit agency that
meet the accident notification
thresholds must be reported to the
oversight agency. We believe that the
rail transit agency’s hazard
identification process should include all
incidents that occur on its property,
regardless of whether or not the activity
supports revenue operations.
FTA has chosen to keep the definition
of ‘‘individual,’’ but add the term
‘‘person’’ to the definition to ensure that
anyone involved in an accident, meeting
the thresholds specified in the
notification and investigation sections,
is covered by this part. This includes
‘‘pedestrians’’ and ‘‘others,’’ as specified
in the NTD.
FTA does not believe it is appropriate
to identify each type of medical
attention that an individual could
receive as a result of an accident, to
support notification and investigation
thresholds. The rule is clear that if two
or more individuals receive immediate
medical attention away from the scene,
the incident qualifies as an accident
under § 659.33 and § 659.35. FTA’s
intent is to capture serious events and
believes that even if the injuries
sustained by two or more individuals
were minor, the accident itself,
regardless of the type of injury, warrants
notification and investigation.
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FTA believes that a detailed
definition of ‘‘damage’’ to the system or
environment is most appropriately
developed by the rail transit agency,
with concurrence from the state
oversight agency. The threshold for
damage or potential damage to the
system, equipment, property or the
environment should be identified
during the development of the rail
transit agency’s hazard management
process. Each property must address its
operating risk in accordance with
management’s policy for providing
standard care to the rail transit agency’s
passengers and employees. It is the
oversight agency’s responsibility to
ensure that the rail transit agency’s level
of accepted risk meets the intent of the
oversight agency’s program standard
and this rule, as well as conform to the
rail transit agency’s requirements for
mitigating system hazards and their
potential to cause loss.
Defining a ‘‘security breach’’ is similar
to defining all types of accidents.
Notification and investigation
thresholds are determined by the impact
of the accident on the rail transit
passengers, employees, system, and
environment. Therefore, security
breaches should be reported when
thresholds under § 659.33 and § 659.35
have been met.
We have not defined ‘‘qualified
professional’’ or attempted to regulate
minimum qualifications of the
individuals involved at either the state
oversight agency or rail transit agency
level. The state and respective rail
transit agency should identify and
enforce the qualifications necessary to
meet the requirements of this part.
Finally, FTA has made a technical
correction to paragraph (2) in the
definition of ‘‘rail fixed guideway
system’’ to reflect the wording of the
current rule.
Withholding of Funds for
Noncompliance
FTA did not propose changes to its
criteria for the withholding of funds for
noncompliance. A few commenters
recommended that FTA extend the
judgment of noncompliance to include
rail transit agencies, rather than just
states. The commenters noted that some
states have difficulty in enforcing part
659 requirements. Two commenters
recommended that FTA also identify the
process by which withheld funds would
be released.
FTA Response. FTA has clarified that
funds will be released if the
Administrator determines that an
affected state has achieved compliance
within two years in accordance with 49
U.S.C. 5330. We believe this provides an
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adequate level of detail for what is
required.
With regard to state difficulties
enforcing the part 659 provisions, FTA
did not make changes. States are
required to ensure compliance with the
provisions of this part. Under 49 U.S.C.
5330, FTA does not have the authority
to regulate state policies for managing
noncompliance. We believe that each
state needs to identify its own
enforcement mechanism.
Designation of Oversight Agency
FTA proposed changes to this section
to clarify its intent about event(s) that
must prompt oversight agency
designation, as well as FTA’s
expectation that once designated the
oversight agency will ensure that its
program is fully implemented before the
initiation of passenger service.
One commenter recommended that
FTA include a provision for when a
state officially moves oversight
responsibility to a ‘‘new’’ state
organization.
FTA Response. FTA has added
language to this section, as well as to the
initial submission element of § 659.9(f)
to require a new oversight agency to
submit its initial submission to FTA for
review.
Confidentiality of Investigation Reports
and Security Plans
FTA did not propose changes to this
section.
One commenter raised concerns over
past and potential problems in obtaining
accident information from rail transit
agencies. The commenter explained that
in their state, an existing Public Records
Act makes accident information
available to citizens. Because of the
potential release of accident
information, rail transit agencies have
refused to provide their investigation
information and reports to the oversight
agency, citing their protection by the
rail transit agencies’ attorney-client
privilege.
One commenter recommended that
security plan directives should mention
other documents that should be
controlled, such as drill coordination
plans, training, and emergency
management plans.
FTA Response. FTA understands the
need for and agrees that safety and
security sensitive information should
remain confidential. There is no
language in this regulation that requires
the state or rail transit agency to release
information deemed safety or securitysensitive. FTA recommends that each
state identify measures to be taken to
ensure that safety and security sensitive
information is not publicly disclosed.
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Oversight Agency Program Standard
The NPRM proposed removing the
reference to the APTA Manual from the
requirements for a state oversight
agency system safety program standard.
This is necessary to facilitate FTA’s
ability to modify or revise the minimum
requirements of the program standard
through the Federal regulatory process,
subject to notice and public comment,
rather than through the revision of an
industry manual. In addition, FTA must
address the role of the oversight agency
in the implementation of safety and
security program requirements not
currently covered in the APTA Manual.
Finally, during FTA’s management of
the State Safety Oversight Program,
states have requested FTA to identify
specific requirements that states can
legislate and subsequently develop
state-specific program standards that, at
a minimum, meet FTA’s requirements,
but also allow for greater flexibility in
implementation.
In its comments to the docket, APTA
raised concern over FTA’s proposed
elimination of the APTA Manual
reference. APTA suggested that by
placing program standard element
requirements in the rule, ongoing
changes and revisions would be difficult
to implement. In addition, APTA noted
that retention of the APTA Manual
would permit the continued transit
industry and Federal government
collaboration on important safety and
security issues. APTA noted that by
dropping the APTA Manual reference,
there would be significant impacts on
system safety, including the possibility
that each state will implement these
specifications differently and a national
standard will not be achieved, and
states will only move to meet the
minimum requirements, not the intent
of system safety. Finally, APTA
suggested that its adoption of the system
safety approach was intended to
promote a self-regulatory process, a
process that would be put at risk if the
NPRM were to proceed as written.
One commenter suggested that FTA
require the oversight agency to send a
copy of its program standard to all
managers of the rail transit agencies
within its jurisdiction. Another
commenter recommended FTA clarify
the role of the oversight agency during
construction and pre-revenue phases.
FTA Response. FTA has adopted the
proposed rule provision. FTA does not
think it is detrimental to remove the
mandatory reference to the APTA
Manual and that it is appropriate to
include the program standard
requirements in this rule. FTA does not
believe that the rule processes
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undermine system safety. The
requirements in the rule for oversight
agency program standard development
and rail transit agency system safety
program plan and security plan
development is more comprehensive
than the private sector standards.
Additional sections have been included
in the regulation to address NTSB
recommendations, to strengthen the
internal safety audit process, to improve
coordination with the state oversight
agency, and to formalize reporting
requirements. By including all of the
provisions in one place, it helps us meet
our goals of maximizing the usability of
our regulation and encouraging full
compliance with its provisions. Further,
this part allows for flexibility in
application of safety and security
principles, while maintaining the
delicate balance of mandatory
compliance for performance.
Federal law, 49 U.S.C. 5330, does not
address the authority to be provided to
states to oversee rail transit capital
projects before passenger operations
commence. In 1995, FTA concluded
that this lack of definition prevented
application of the state safety oversight
rule during the planning, design, and
construction of New Starts projects.
However, states with New Starts
projects must be in compliance with
each element of part 659 before the
initiation of passenger operations. To
facilitate compliance, the rule requires
that states make their oversight agency
designation prior to a rail transit agency
application for formula grant money, or
at the same time as the execution of a
grant agreement between FTA and the
grantee applicant for a New Starts
project. Furthermore, FTA requires that
each state submit documentation
identified in § 659.9(d) to FTA within
sixty (60) days of designating its
oversight agency.
FTA believes that state oversight
agency participation in a project’s
developmental phases is critical to the
success of the State Safety Oversight
Program and the state’s ability to
provide effective oversight during
operations. FTA supports states’ efforts
to participate during pre-operation by
providing a funding mechanism through
its New Starts projects process that
allows capital grant monies to be used
for the initial state safety oversight
agency program development.
For those capital projects in states
with existing rail transit agencies and
safety oversight agencies and where the
rail system is being modified, extended,
or rehabilitated, FTA expects each
oversight agency to participate in the
pre-operation phases under the
requirements of this part (§ 659.15 and
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§ 659.19(g) and (h)), but FTA funds may
not be used.
Furthermore, there is no requirement
in this part that limits a state’s ability to
extend its safety oversight in all phases
of project development. FTA encourages
this practice and a handful of states
currently have authority to conduct
their safety and security oversight
program during the planning, design
and construction of a New Starts
system.
System Safety Program Plan
In lieu of the APTA Manual reference,
the NPRM laid out the minimum safety
program elements from which states can
ensure rail transit agencies address, as a
minimum, their system safety program
plans. FTA’s requirements represent a
minimum standard that must be
addressed by each rail transit agency
and enforced by the state oversight
agency. The NPRM retained the
requirement for state oversight agencies
to review and approve a rail transit
agency’s system safety program plan.
One commenter requested a
clarification of the meaning of
‘‘approved’’—whether it meant the
system safety program plan would be
approved by the oversight agency or the
rail transit agency. Another commenter
suggested that the regulation should
require a formal letter of approval from
the state oversight agency, accompanied
by the checklist used to review the rail
transit agency’s system safety program
plan and security plan.
FTA received one comment proposing
an ‘‘hours of service’’ requirement,
limiting the number of hours that safety
sensitive employees can work and
providing a minimum number of
required hours off.
Finally, two commenters suggested
removing or combining specific sections
of the system safety program plan
minimum elements to reduce what the
commenters believed to be redundant—
namely removing § 659.19(s) and
combining § 659.19(g) and § 659.19(r)
under the heading of ‘‘System
Modifications and Configuration
Control.’’
FTA Response. The final rule requires
that the oversight agency must review
and approve the rail transit agency’s
system safety program plan.
Furthermore, this section requires that
the oversight agency, using a checklist
developed by the oversight agency,
review the rail transit agency’s system
safety program plan against the
requirements of this Part, in addition to
the state’s own program standard. FTA
recommends that oversight agencies
have sufficient authority to carry out
their role; this includes the
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responsibility for the review and
approval of rail transit agency safety and
security plans. FTA intends that
oversight agencies include in their
review and approval process the rail
transit agency’s operating and
maintenance procedures, rulebook, and
special orders.
FTA proposed, and maintains, that
the oversight agency issue a formal
letter of approval to the rail transit
agency after reviewing the system safety
program plan and security plan. FTA
agrees with the commenter that the
oversight agency should include in its
formal submittal to the rail transit
agency the checklist used to conduct the
system safety program plan and security
plan review.
FTA did not propose an ‘‘hours of
service’’ requirement in this part. FTA
does not have the authority to regulate
in this area.
System Security Plan
The NPRM proposed minimum
requirements for an agency security
plan that must be maintained as a
separate document.
One commenter recommended that
security breaches and other security
issues such as threat and vulnerability
assessments should be covered similarly
to safety issues. Another commenter
recommended that FTA modify the
security audit requirement so that such
audits are conducted periodically and
by qualified professionals.
One commenter suggested that the
rule require a security plan that
includes a description of a positive ID
program identifying all contractors,
visitors and employees requiring access
to the system or facilities, and tracks all
security related IDs, uniforms, or
equipment that may be used as part of
the positive ID program.
Finally, two commenters
recommended that FTA not require the
oversight agency to conduct an ‘‘on
site’’ review of the rail transit agency
security plan.
FTA Response. While FTA has not
provided the same level of detail
relating to the security management
processes identified by the commenter,
rail transit agencies are required to
notify and investigate security breaches
that meet the accident notification and
investigation thresholds in § 659.33 and
35.
While FTA agrees with the
importance of positive ID programs and
other access control measures to
enhance security at rail transit systems,
FTA does not intend that this rule
specify the type of security strategy to
be used by the rail transit agency and
monitored by the state oversight agency.
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Conversely, there is no language in this
rule that prevents a rail transit agency
from using such a strategy and, as noted
above, FTA encourages rail transit
agencies to monitor access to key areas
of the rail system.
In the NPRM ‘‘Section-by-Section
Analysis’’ FTA proposed that the
oversight agency conduct its review of
the rail transit agency’s security plan
on-site at the rail transit agency. FTA
agrees with the commenters who
suggested that this requirement places
an unnecessary burden on the oversight
agencies in the conduct of their review.
Therefore, we have modified the Final
Rule to require that the rail transit
agency must submit its security plan to
the oversight agency if the state has
established protocols to protect the
security plan from public disclosure. If
the state cannot provide these
protections, the oversight agency must
review the security plan on-site at the
rail transit agency. Finally, FTA intends
that state oversight agencies always
identify in-house representatives or
contract personnel whose qualifications
are sufficient to review a rail transit
agency’s system safety program plan
and security plan.
Rail Transit Agency Review of its
System Safety Program Plan
The NPRM proposed a requirement
for the oversight agency to require the
rail transit agency to conduct an annual
review of its safety and security plans.
One commenter requested
clarification regarding the level of
system modification that would require
resubmission of the rail transit agency’s
system safety program plan.
FTA Response. It is the responsibility
of the state oversight agency to develop
the criteria for which rail transit agency
system modifications prompt the
resubmission and consequent review of
the system safety program plan.
Rail Transit Agency Internal Safety and
Security Reviews
FTA proposed a section that requires
the oversight agency to require the rail
transit agency to develop and document
a process for performing on-going
internal safety and security reviews.
A commenter recommended FTA
require a rail transit agency general
manager to sign off on all conducted
internal safety and security audits to
ensure management is aware of internal
operations and processes, and that they
are effective. Three commenters voiced
concern over outstanding issues at time
of certification, suggesting that the
requirement of the rail transit agency’s
general manager to certify compliance
in its annual report does not address the
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instance when a rail transit agency may
not be in full compliance with its
system safety program plan, but is still
required to certify as such. One of these
commenters proposed specific language
indicating certification by the agency’s
chief executive officer.
Another commenter requested that
FTA shorten the time period
requirement for notifying state oversight
agencies of internal safety audits from
30 days to 10 days. Three commenters
recommended lengthening the time
requirement for notifying state oversight
agencies of scheduled internal safety
audits, 45 days and 60 days. Finally,
one commenter suggested that the
internal safety audit process not be
‘‘reset’’ to coincide with the
implementation of the new rule,
inasmuch as certain transit operators
might currently be dealing with safety
issues in the midst of their audit cycles.
FTA Response. We believe that the
§ 659.27 proposal that a certification of
compliance issued by the rail transit
agency general manager or executive
director be included with the annual
report compiled by the rail transit
agency, documenting its internal safety
audit activities, addresses the
commenter’s request for general
management endorsement. FTA also
agrees that the general manager should
not be required to certify compliance if
internal safety audits have identified
areas of noncompliance. Consequently,
FTA has added the condition that in
those cases where the rail transit agency
is not in compliance with its system
safety program plan—or security plan—
the chief executive must identify those
areas of noncompliance for the oversight
agency, accompanied with a list of
activities the rail transit agency will take
to achieve compliance.
We have not reduced the timeframe
for rail transit agency notification to the
state before the conduct of internal
safety audits from at least thirty (30)
days to ten (10) days. Internal safety
audits are the means by which a rail
transit agency can assess effectiveness of
its own safety program and how well it
is being implemented agency-wide. A
rail transit agency must be able to
develop a schedule for these audits and
make the schedule available to its
oversight agency thirty (30) days before
conducting the internal review. Other
commenters requested the timeframe be
expanded to forty-five (45) or sixty (60)
days. FTA believes that thirty (30) days
is sufficient for oversight agency
notification since the oversight agency
is not required—but strongly
encouraged—to participate in the
internal safety review process.
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FTA agrees with the last commenter
and will not require the internal safety
audits to be ‘‘reset.’’ Instead, the rail
transit agency should continue its cycle
of audits in compliance with all other
terms of this rule, regardless of the date
this rule goes into effect. It should be
noted, however, that any changes to
internal safety audit procedures or
processes as the result of this rule must
be implemented at the date this rule
goes into effect.
Oversight Agency Safety and Security
Reviews
FTA proposed that the oversight
agency must conduct an on-site review
of the rail transit agency’s safety and
security plans every three years or in an
on-going manner.
One commenter requested that the
regulation outline what should be
included in the state oversight agency
safety and security review report.
Another commenter recommended that
the proposed rule be amended to clarify
that the state oversight agency reserves
the right to conduct an on-site review
more frequently than every three years.
This commenter also recommended
adding the following language, ‘‘[t]he
oversight agency must prepare and issue
a report containing findings,
recommendations, corrective actions,
and the rail transit agency’s response to
each finding that requires additional
action. The rail transit agency’s
response shall set a time frame to
implement the corrective actions
resulting from the review. The report, at
a minimum, must include an analysis of
the efficacy of the system safety program
plan and a determination of whether it
should be updated.’’
FTA Response. The oversight agency
should be able to determine the extent
of its three-year safety reviews, to
effectively evaluate rail transit agency
compliance with state safety oversight
requirements. FTA has shared checklists
with oversight agencies and will
continue to facilitate information
exchange and coordination within the
community. Many states have slightly
different requirements within their
respective program standards. However,
FTA disagrees that this part should
identify each element of the safety or
security review since it could limit
oversight agencies in their approach to
the three-year safety review.
There is no language in this
requirement that precludes the oversight
agency from establishing the right to
conduct an on-site review of the rail
transit agency more frequently than
every three years. FTA agrees that the
reviews may be conducted in an
‘‘ongoing manner.’’
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FTA disagrees with the commenter
that additional language is needed to
address oversight findings from the
three-year safety or security review.
Section 659.37 requires that rail transit
agencies develop corrective action plans
to address three-year review findings.
Subsequently, the corrective actions
must be implemented and tracked
according to § 659.37 requirements.
Hazard Management Process
FTA proposed that each rail transit
agency develop and implement a hazard
management process that has been
reviewed and approved by the state
oversight agency. Two comments were
received. One commenter agreed with
FTA’s process while another
recommended that FTA delete the
hazard management process section and
make reference to it only in the
proposed § 659.13 (system safety
program standard) in the NPRM.
FTA Response. We disagree with the
commenter who suggested referencing
the hazard management process solely
in the system safety program standard
section. The hazard management
process is central to system safety and
warrants its own section within this
rule.
Accident Notification and Investigation
In the NPRM, FTA proposed revisions
to the definition of accident to provide
greater consistency with the notification
and investigation requirements used by
the NTSB as well as reporting
thresholds established by FTA’s NTD.
Further, FTA proposed defining
accident in relation to the activities
required by the rail transit agency and
oversight agency after the occurrence of
an event deemed an accident. FTA
proposed in the NPRM that the
oversight agency must require the rail
transit agency to notify the oversight
agency within two (2) hours of any
event involving a rail transit vehicle or
taking place on rail transit-controlled
property where one or more of the
following occurs:
(1) A fatality, where an individual is
confirmed dead within thirty (30) days
of a transit-related incident, excluding
suicides and deaths from illness;
(2) Injuries requiring immediate
medical attention away from the scene
for two or more individuals;
(3) Property damage to rail transit
vehicles, non-rail transit vehicles, other
rail transit property or facilities that
equals or exceeds $25,000;
(4) An evacuation due to life safety
reasons; or
(5) A main-line derailment.
In addition the oversight agency must
require rail transit agencies that share
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track with the general railroad system
and are subject to the Federal Railroad
Administration notification
requirements to notify the oversight
agency within two (2) hours of an
incident for which the rail transit
agency must notify the Federal Railroad
Administration.
A majority of the commenters
addressed the definition or thresholds
for accident notification and
investigation in several ways. Two
commenters suggested that the two-hour
notification requirement adds an
unreasonable burden on the rail transit
agency, especially during a catastrophic
event, and recommended that FTA
change the time period to four hours.
One commenter recommended that FTA
further define what constitutes
‘‘notification,’’ questioning whether or
not an individual from the state
oversight agency should be required to
be available to receive the notification
twenty-four (24) hours a day, seven (7)
days a week or if it is sufficient that a
message is left or fax is sent within the
two (2) hour window. The commenter
suggested that this might influence state
resource allocation.
Several commenters expressed
concern over the definition of fatality,
noting that a fatality may be difficult to
‘‘[confirm] within thirty (30) days of a
transit incident,’’ given increased
constraints on retrieving patient
information due to the Health Insurance
Portability and Accountability Act of
1996 (HIPAA). A few commenters
suggested that the 30-day confirmation
period should be removed, while one
commenter suggested it be reduced to
twenty-four (24) hours.
Several commenters recommended
that state oversight agencies be notified
of all fatalities, including suicides.
Several of these commenters noted that
the determination of cause of death
might not be made within the first two
hours after the incident. Other
commenters noted that FRA and NTSB
do not make distinctions between a
fatality and a suicide, and that a
situation may occur where the NTSB or
FRA may be notified of a fatality but the
state oversight agency would not.
Relating to the notification threshold
for injuries, some commenters
recommended that FTA maintain the
current definition, which requires
notification by the rail transit agency
when an incident occurs resulting in a
single injury instead of ‘‘two or more
persons’’ in the NPRM. These
commenters suggested that under FTA’s
proposed threshold for injury, an
incident in which a person is struck by
a train and is transported to the hospital
would not be reported to the oversight
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22569
agency. One commenter also noted that
FTA’s NTD requires the reporting of one
person injured in a collision occurring
on a rail right-of-way. Other
commenters suggested that while the
NPRM attempted to align definitions
with NTD, in some areas conflicts
remain.
Several commenters objected to the
reduction in the property damage
threshold from $100,000 in the current
rule to $25,000 in the NPRM. Many of
these commenters indicated that in
lowering the threshold, rail transit
agencies and state oversight agencies
would face an unnecessary increase in
notifications, and there would be an
increased burden in investigating and
tracking these accidents. Most
commenters recommended that FTA
maintain the $100,000 property damage
notification threshold. One commenter
suggested that the qualification of
property damage to only ‘‘rail transit
vehicles, non-rail transit vehicles, [or]
other rail transit property or facilities’’
limits applicable items, and that since
the current rule includes all property
damage and provides the necessary
information, it should be retained.
Several commenters proposed that
FTA either delete the definition of
individual for threshold purposes, or
make it broader to ensure that
pedestrians are included. Another
commenter suggested that the term
‘‘person’’ be used, as no fatality should
go unreported.
Some commenters recommended that
FTA either add a definition for ‘‘medical
attention’’ or clarify the term ‘‘injury,’’
to clarify that the intent of the rule is not
to require immediate notification for
very minor items.
Some commenters objected to the
proposed location of the incident
‘‘involving a rail transit vehicle or
taking place on rail transit-controlled
property,’’ suggesting that FTA should
limit the requirement for notification to
those instances where an event has
occurred only when it involves the
operation of the rail transit vehicle, and
not in such places as offices, parking
lots and other areas that do not involve
rail transit operations.
In reference to requirements for
accident investigation, § 659.29, FTA
proposed, ‘‘[t]he oversight agency must
investigate, or cause to be investigated,
at a minimum, any event involving a
rail transit vehicle or taking place on
rail transit-controlled property meeting
the fatality, injury, or property damage
thresholds identified in § 659.27(a).’’
Relating to the threshold for
investigations, one commenter
suggested that the NPRM creates a large
investigative workload. Some
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commenters recommended that FTA
also make a distinction between FTAreportable (those meeting the fatality,
injury, and property damage thresholds
for notification) and non-reportable
(namely, the evacuation and main-line
derailment thresholds), to ensure that
the non-reportable incidents are still
logged, reviewed and tracked for
possible identification of trends and
patterns.
Additionally, the NPRM proposed,
‘‘(b) The oversight agency must use
approved investigation procedures that
have been submitted to FTA as required
in the initial submission or annual
submission’’ and ‘‘(c) In the event the
oversight agency designates the rail
transit agency to conduct investigations
on its behalf, it must do so formally and
require the rail transit agency to use
investigation procedures that have been
formally approved by the oversight
agency.’’
Some commenters recommended that
the required investigation process for
the analysis of probable or multiple
causal determinations be standardized
across the industry. Another commenter
recommended that the state oversight
agency’s procedures include the rail
transit agency’s own investigation of the
accident.
The NPRM proposed, ‘‘(d) Each
investigation must be documented in a
final report that includes a description
of investigation activities, identified
causal factors, and a corrective action
plan. (1) The final investigation report
must be submitted to the oversight
agency in a format and timeframe
specified by the oversight agency. (2)
The oversight agency must review and
formally approve each final
investigation report. (3) The oversight
agency shall have the authority to
require periodic status reports that
document investigation activities and
findings in a time frame determined by
the oversight agency.’’
One commenter objected to the
requirement for the state oversight
agency to approve the rail transit agency
investigation report, indicating that the
investigating party must be given
autonomy for findings in the final report
and that any state comments should be
made during the drafting phase.
Another commenter suggested that the
proposed rule for accident
investigations relied on transparency
between the agencies and that the rail
transit agencies must release, or make
available, all essential information to
the state oversight agency in order for
the state to adequately review the
determination of cause(s).
Finally, one commenter
recommended that FTA require sending
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the final investigation report to the rail
transit agency’s executive director or
general manager.
FTA Response. In light of the
comments submitted relating to the
accident notification and investigation
sections of the rule, FTA has made
changes to these requirements. For
instance, we will require the rail transit
agency to notify an oversight agency of
all fatalities, and will not exclude
suicides from the notification process.
We agree with those commenters who
suggested that the cause of death might
not be readily apparent and that it
should not be the role of the rail transit
agency or state oversight agency to make
that determination. In addition, suicides
on urban rail systems are a visible
problem and the oversight agency
should be notified when they occur.
Safety issues may be involved in these
incidents, and corrective actions could
potentially prevent additional suicides.
In reference to the notification
threshold for a fatality, FTA disagrees
with the commenters who noted that it
might be difficult to track the status of
an individual for thirty (30) days to
determine whether or not the individual
has been confirmed dead, thus requiring
notification of the state oversight agency
and compliance with subsequent
investigation and corrective action plan
requirements. Furthermore, FTA
believes that the rail transit agency’s
representative(s) responsible for risk
management, legal duties, or claims will
either be notified of the confirmed death
or will track status information. In
addition, rail transit agencies must
currently track this information for NTD
reporting. For these reasons we did not
revise the 30-day tracking period.
FTA agrees with commenters
indicating that noteworthy incidents,
such as a collision between a train and
a person would go unreported under the
notification threshold for two (2) or
more injuries in the NPRM.
Furthermore, we agree that there are
still discrepancies between notification
and investigation thresholds in the
NPRM and those of the data reporting
thresholds for ‘‘major events’’ within the
NTD Program and notification
thresholds for NTSB. While we believe
that minor inconsistencies will remain,
we have made changes to the accident
notification and investigation thresholds
in an effort to increase the coordination
between the above stated programs.
Most significantly, FTA has changed the
accident notification and investigation
thresholds to mirror all eight (8) NTD
‘‘Major Event’’ thresholds, not just the
first five (5) thresholds identified in the
NPRM. In addition to the five (5)
thresholds identified in the NPRM, rail
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transit agencies are now also required to
notify state oversight agencies in the
event of a mainline derailment, a
collision with person(s) on a rail rightof-way, and a collision between a rail
transit vehicle and another rail transit
vehicle or a transit non-revenue vehicle.
We agree with several commenters
who requested greater clarity for key
definitions within the accident
notification and investigation
thresholds, namely individual and
medical attention. We have more clearly
identified the definition of ‘‘individual’’
to include pedestrians and other
persons. While there are distinctions
between the types of individuals, FTA
intends that all persons who suffer
injuries that require medical attention
away from the scene of the incident or
end in fatality are individuals under this
rule. Historically, FTA excluded the
reporting of fatalities and injuries of
employees and trespassers under the
State Safety Oversight Program.
FTA agrees with one commenter who
recommended FTA clarify that the
intent of this rule is not to require state
safety oversight agency notification for
very minor injuries. For consistency, the
use of ‘‘immediate medical attention’’ in
this rule should be interpreted as it is
used under FTA’s NTD program. The
following is an excerpt from the NTD
reporting manual and clarifies FTA’s
intent within this rule:
The definition of injury requires immediate
medical attention away from the scene.
Immediate medical attention includes, but is
not limited to, transport to the hospital by
ambulance. If an individual is transported
immediately from the incident scene to a
hospital or physician’s office by another type
of emergency vehicle, by passenger vehicle,
or through other means of transport, this is
also considered an injury. An individual
seeking medical care several hours after an
incident or in the days following an incident
is not considered to have received immediate
medical attention. In cases that are less clearcut, reporters should apply their judgment in
determining whether the injury sustained
caused the individual to immediately seek
medical attention.
The medical attention received must be at
a location other than the location at which
the incident occurred. The intent of this
distinction is to exclude incidents that only
require minor first aid or other assistance
received at the scene. This distinction is not,
however, intended to be burdensome for the
[rail] transit agency. It is not a requirement
that an agency follow-up on each person
transported by ambulance, for example, to
ensure that they actually received medical
attention at the hospital. It is acceptable to
count each person immediately transported
by ambulance as an injury. If, however, an
agency representative does choose to followup with the hospital and finds that, though
an individual was transported to the hospital,
he did not receive any medical attention, this
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individual does not need to be reported as an
injury.’’
We disagree with commenters
suggesting that the two-hour notification
requirement does not provide an
adequate amount of time for the rail
transit agency to notify the oversight
agency, especially during catastrophic
events. While we understand that a
catastrophic event can overwhelm rail
transit agency personnel, we believe
that two (2) hours is reasonable and
mirrors requirements by the NTSB, and
may provide more time than the
‘‘immediate notification’’ required by
FRA.
In reference to the format in which
notifications are made and state
oversight agency personnel availability,
we believe that these decisions are best
left to the state to identify and define.
FTA believes it is reasonable to expect
state oversight agency and rail transit
agency representatives to identify a
practical process that ensures the
oversight agency is notified
appropriately and can carry out
subsequent activities.
We agree with commenters who noted
that the qualifying of property damage
as applying only to ‘‘rail transit
vehicles, non-rail transit vehicles, [or]
other rail transit property or facilities’’
limits applicable items. To clarify FTA’s
intent, FTA has removed the qualifiers
and requires notification when an
accident equals or exceeds $25,000 in
total accident damage. Consistent with
NTD and NTSB requirements, property
damage to both transit and non-transit
property should be included in the
estimate. While many commenters
objected to the reduction in the property
damage threshold, we believe that the
$25,000 notification and investigation
threshold is appropriate and reflects the
current requirements of the NTSB.
FTA disagrees with recommendations
to constrain the applicability of the
accident notification and investigation
thresholds to only those incidents
‘‘involving the operation of a transit
vehicle,’’ ignoring incidents that occur
in parking lots, stations, and other areas
of rail transit property and
responsibility. We believe that this rule
limits notification and investigation to
only the most serious events that might
occur on rail transit property. As such,
we believe that in accordance with the
intent of state safety oversight, these
events should be reported to the state in
a timely manner to ensure the state’s
ability to investigate and require
corrective actions, as required under
Section 5330 of the enabling legislation.
Furthermore, FTA has interpreted the
state safety oversight legislation to
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include security considerations. In so
doing, FTA requires the rail transit
agency to report security incidents that
meet the notification thresholds to the
oversight agency. We believe that
passenger safety and security are often
interrelated and each passenger should
expect to be free from danger,
unintentional or intentional, to the
extent that it is reasonably practicable.
As such, we believe that efforts by the
rail transit agency, in accordance with
state oversight, should be applied
system-wide and not limited to only
specific passenger or vehicle operations.
As mentioned above, accident
investigation thresholds have been
changed to accurately reflect thresholds
identified in the NTD major event
category. FTA disagrees with the
commenter who suggested that the
NPRM creates a large investigative
workload. Under the old definition of
accident, states were required to
investigate all single person events in
which an individual was treated for
injuries away from the scene (the
majority of these events were slips, trips
and falls in transit stations and
vehicles). The new accident
investigation thresholds actually lessen
the investigative burden by only
requiring investigation of single person
events in which there has been a train/
person collision or a collision between
a rail transit vehicle and another rail
transit vehicle or a transit non-revenue
vehicle. Some commenters expressed
concern over the exclusion of all single
person events meeting the injury
threshold under the old rule. FTA
requires this threshold to be identified
in the hazard management process
developed by the rail transit agency. We
believe that an effective identification
process within a hazard management
resolution program would include
single person events as a source for
hazards or potential hazards. We believe
that the changes are necessary to
capture incidents with serious
consequences. FTA acknowledges that
while one set of thresholds will not
necessarily accommodate different
modal considerations or state and local
resource allocation and burden, they
support our intent to standardize the
reporting and investigation of accident
causal factors and mitigating activities,
and allow us to identify proactive
activities that prevent fatalities, serious
injury and major system loss. Finally,
we believe it is imperative that oversight
agencies are notified of accidents within
a timeframe consistent with that of the
NTSB notification requirement.
FTA has clarified the investigation
reporting requirements to ensure that
rail transit agency investigation reports
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22571
maintain their autonomy, while
assuring the state’s right to conduct its
own investigation. However, FTA kept
the requirement for state oversight
agencies to review and approve
corrective action plans.
With reference to the requirements for
state approval of investigation reports,
FTA agrees with the commenter
recommendation to not require such
approval. FTA did not intend the state
oversight agency to formally review and
approve the rail transit agency’s
investigation report. In those instances
where the oversight agency has
authorized the rail transit agency to
conduct an investigation on its behalf,
FTA intends that the oversight agency
review and approve the report for the
oversight agency’s own internal process,
not for the rail transit agency. This
investigation report is now the
responsibility of the oversight agency,
which must either formally approve it
or amend the report prior to adopting it
as its final investigation report.
FTA also allows the oversight agency
to contract for this service and/or allow
the rail transit agency to conduct some
of the investigations. For each accident
that meets the investigation thresholds,
the oversight agency must approve the
investigation report. They must also
require the rail transit agency to develop
corrective action plans to address
accident findings. These plans must
then be reviewed and approved by the
oversight agency. In addition, the
oversight agency must establish a
process to resolve any disagreements in
the event that the two agencies cannot
reach an agreement on the corrective
action plan.
FTA disagrees with the
recommendation to require the
submission of the final investigation
report to the rail transit agency’s chief
executive. While FTA encourages inter
and intra-agency communication and
coordination, we did not specify the
distribution list for the final
investigation report. However, there is
no language in this part that limits the
rail transit agency safety manager from
providing the chief executive with a
copy of the investigation report, and
FTA encourages this level of intraagency coordination.
Finally, FTA recommends that rail
transit agencies and oversight agencies
develop investigation procedures and
apply them consistently. However, FTA
did not require standardization of the
investigation process across the industry
as some commenters recommended. We
believe that there are different, yet
equally effective, methods of conducting
accident investigations. Furthermore,
we believe it is the responsibility of rail
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transit agencies and their state oversight
agency counterparts to determine which
investigative methodology is most
effective.
Corrective Action Plans
FTA proposed that oversight agencies
review and formally approve corrective
action plans.
Two commenters recommended that
FTA should not require state oversight
agencies to approve corrective action
plans. Three commenters suggested that
FTA require corrective actions plans be
developed after safety and security
internal audits and any annual reviews
that may be performed by the rail transit
agency.
One commenter proposed a
clarification change in the language
from ‘‘* * * its process for the review
and approval of a corrective action
plan,’’ to ‘‘* * * the Transit Agency’s
process for the review and approval of
the corrective action plan.’’
FTA Response. FTA disagrees with
commenters who suggested that FTA
not require oversight agency review and
approval. Given that oversight agency
approval is only necessary for corrective
actions developed resulting from threeyear safety and security reviews and the
results from accident investigations,
FTA believes that oversight agency
participation is not intrusive or
overbearing. State oversight agencies are
required by the enabling legislation to
investigate and approve corrective
actions, and FTA believes that an
independent assessment of the
developed corrective actions not only
meets the intent of safety oversight, but
also provides the necessary objectivity
to ensure that rail transit agencies have
prioritized safety and security activities
to meet the most critical and pressing
needs.
FTA also disagrees with the
commenters that recommend
developing corrective action plans to
address findings from rail transit agency
internal audits. FTA believes that some
level of autonomy is necessary when the
rail transit agency conducts its own
internal safety and security audit
process. We recommend that the state
oversight agency work with the rail
transit agency to identify the criteria for
which findings from internal safety and
security audits are subject to the hazard
identification and subsequent resolution
process.
Oversight Agency Reporting to the
Federal Transit Administration
One commenter suggested spreading
the reporting requirements specified in
the NPRM over a two-year period so that
states operating under a deficit are not
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unnecessarily burdened. Two
commenters requested that FTA allow a
minimum one-year grace period to
states for implementation of new
regulations. One of these commenters
went on to recommend that the rule
identify the records required to be
maintained and specify the required
retention periods.
One commenter recommended that
the rule explicitly specify the
requirements of the initial submission,
including its program standard,
procedures or process for reviewing and
approving the rail transit agencies’
system safety program plans,
investigatory procedures, and criteria
for the development of the rail transit
agencies’ corrective action plans to
correct, eliminate, minimize or control
investigated hazardous conditions. The
commenter went on to recommend that
the rule explicitly name the types of
periodic submissions that FTA may
request.
Three commenters suggested that the
rule provide a list of any records that
must be maintained by the oversight
agency and specify the required
retention periods. Two of those
commenters stated that the rule should
also provide the same information for
transit agencies.
Finally, one commenter suggested
that reporting requirements were too
burdensome to states and FTA should
identify a mechanism to improve the
effectiveness of annual reporting
without affecting the quality of
reporting.
FTA Response. FTA asked
commenters to make recommendations
in reference to the timeframe for
requiring initial submissions, once the
state safety oversight rule takes effect.
Two commenters recommended
providing one year from the rule’s date
of effectiveness to achieve compliance.
One commenter suggested that one year
may be too ambitious and requested that
states be allowed extensions if needed,
due to legislation issues. FTA agrees
and will allow one year from the rule’s
date of effectiveness for states to comply
with rule requirements. However, in
those cases where state legislatures may
only meet once every two years, FTA
may entertain an exception to the
compliance date. FTA will address this
subject through future guidance.
FTA expects that each oversight
agency will submit its entire program
standard and all program procedures
developed to support the oversight
activities required by this rule. This
includes all procedures associated with
the oversight agency’s implementation
of its program identified in § 659.19 and
each procedure that requires action by
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the oversight agency. FTA disagrees that
we should identify every procedure to
be submitted and believes that it is not
necessary to burden the rule with what
may be redundant requirements,
without greater justification.
While one commenter presented an
exhaustive list of information FTA may
request as part of a periodic submission,
FTA believes it is unnecessary to
identify each potential submission in
the text of the rule. Instead, FTA will
identify needed material on a case-bycase basis and work with the oversight
agency to obtain needed material.
Similarly, FTA decided not to identify
records that the oversight agency should
maintain. We believe that the oversight
agency should maintain the necessary
records for the effective development,
management, and implementation of its
oversight duties.
FTA is requiring electronic data
collection for oversight agency
reporting. FTA agrees that the quality of
information collected is of the greatest
importance.
Conflict of Interest
The NPRM proposed that the
oversight agency must prohibit a party
or entity from providing services to both
the oversight agency and the rail transit
agency, when a conflict of interest
exists.
A few commenters suggested that
FTA either define conflict of interest in
the rule, or provide a clarification of the
scope of services to be performed by a
contractor. One commenter also
suggested that this might limit the
number of contractors eligible to
compete for proposals.
FTA Response. The intent of state
safety oversight is to establish an
independent agency to oversee the
implementation of safety and security
programs by the rail transit agency. The
independent agency must adhere to the
requirements in this rule and ensure
that any rail transit agency within its
jurisdiction also adheres to these
requirements. FTA believes that the
state designated agency must function
without prejudice; this extends to
procuring a contractor to perform
oversight activities. The selected
contractor must be able to perform its
duties on behalf of the state with the
same level of impartiality, without
conflict of interest. FTA believes it is in
the best interest of the State Safety
Oversight Program to take steps to
ensure that contractors can effectively
perform their duties without bias. FTA
also believes that each state is in a better
position to define the conflict of interest
provisions necessary to meet the intent
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that can cause injury, illness, or death;
damage to or loss of a system,
equipment or property; or damage to the
environment.
of state safety oversight while
contracting for services.
VI. Section-by-Section Analysis
Purpose (§ 659.1)
This section explains that FTA is
implementing the requirements of 49
U.S.C. 5330, which requires a state to
establish an agency to oversee the safety
of rail fixed guideway systems. This rule
directs the oversight agency to develop
a program standard, including a security
element, and to require the rail transit
agency to develop a security plan and a
separate system safety program plan that
complies with the program standard and
requirements of this rule. In addition,
the oversight agency must conduct
safety and security reviews and ensure
the conduct of accident and hazard
investigations. The oversight agency
must also ensure that corrective action
plans are developed and implemented
to address findings from accident and
hazard investigations and track
implementation to resolution. The
oversight agency must ensure that the
rail transit agency implements its
system safety program plan and security
plan effectively.
Scope (§ 659.3)
This section explains that the rule
applies only to states with rail fixed
guideway systems, as defined in this
part.
Definitions (§ 659.5)
Contractor
‘‘Contractor’’ means an entity that
performs tasks required by this part on
behalf of the oversight or ‘‘rail transit
agency.’’ The ‘‘rail transit agency’’ may
not be a ‘‘contractor’’ for the ‘‘oversight
agency.’’
Corrective Action Plan
Individual
‘‘Individual’’ means a passenger;
employee; contractor; other rail transit
facility worker; pedestrian; trespasser;
or any person on rail transit-controlled
property.
Investigation
‘‘Investigation’’ means the process
used to determine the causal and
contributing factors of an accident or
hazard, so that actions can be identified
to prevent recurrence. The oversight
agency is ultimately responsible for the
conduct of the investigation and the
resulting findings. An investigation may
be conducted by an entity acting on
behalf of the oversight agency,
providing the procedures to be used
during the investigation have been
reviewed and approved by the oversight
agency and submitted to FTA. If the rail
transit agency conducts the
investigation on behalf of the oversight
agency, the oversight agency must either
adopt the findings from the
investigation or successfully negotiate
any disputes that result from the
findings. In the event there is a dispute
over investigation findings, if there is no
resolution, the oversight agency must
either conduct its own investigation or
amend the rail transit agency findings
with its opinion. There must not be
conflicting corrective actions to address
investigation findings.
New Starts Project
‘‘New Starts Project’’ means any rail
fixed guideway system funded under
FTA’s 49 U.S.C. 5309 discretionary
construction program.
‘‘Corrective action plan’’ means a plan
developed to set forth the actions the
‘‘rail transit agency’’ will take to
minimize, control, correct, or eliminate
‘‘hazards,’’ and the schedule for
implementation for those actions.
‘‘Oversight Agency’’ means the entity,
other than the rail transit agency,
designated by the state or several states
to implement this part.
FRA
Passenger
‘‘FRA’’ means the Federal Railroad
Administration, an agency within the
U.S. Department of Transportation.
FTA
‘‘FTA’’ means the Federal Transit
Administration, an agency within the
U.S. Department of Transportation.
Hazard
‘‘Hazard’’ means any real or potential
condition (as defined in the ‘‘rail transit
agency’s’’ hazard management process)
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Oversight Agency
‘‘Passenger’’ means a person who is
on board, boarding, or alighting from a
rail transit vehicle for the purpose of
travel. The intent of this definition is to
make a distinction between individuals
that are physically on the rail transit
vehicle, or those in the process of
entering or leaving the rail transit
vehicle, and non-passengers such as
pedestrians or trespassers as categorized
under the National Transit Database
(NTD).
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22573
Passenger Operations
‘‘Passenger operations’’ means the
period of time commencing when any
aspect of rail transit agency operation is
initiated with the intent to carry
passengers. In the previous rule, there
was confusion over the definition of
revenue service; did it mean the period
the agency opened its doors to the
public, or simply when a passenger
boarded the first rail transit vehicle of
the day. In this rule, FTA uses the
former definition. Once the rail transit
agency initiates its first action with the
intent to carry passengers, it is
considered to be in passenger
operations.
Program Standard
‘‘Program standard’’ means a written
document developed and adopted by
the oversight agency, that describes the
policies, objectives, responsibilities, and
procedures used to provide rail transit
agency safety and security oversight.
Rail Fixed Guideway System
‘‘Rail fixed guideway system’’ means
any light, heavy, or rapid rail system,
monorail, inclined plane, funicular,
trolley, or automated guideway that:
(1) is not regulated by the Federal
Railroad Administration; and
(2) is included in FTA’s calculation of
fixed guideway route miles, or receives
funding under FTA’s formula program
for urbanized areas (49 U.S.C. 5336); or
(3) has submitted documentation to
FTA indicating its intent to be included
in FTA’s calculation of fixed guideway
route miles to receive funding under
FTA’s formula program for urbanized
areas (49 U.S.C. 5336).
Rail Transit Agency
‘‘Rail transit agency’’ means an entity
that operates a rail fixed guideway
system. If the grantee has contracted out
operations and maintenance of the rail
fixed guideway system, it maintains full
accountability to ensure that all
requirements identified in the oversight
agency’s program standard and this rule
are met.
Rail Transit-Controlled Property
‘‘Rail transit-controlled property’’
means property that is used by the rail
transit agency and may be owned,
leased, or maintained by the rail transit
agency. FTA does not distinguish
between different types of rail transitcontrolled property, meaning that an
accident meeting the notification and
investigation thresholds of this section
must prompt notification of the
oversight agency, regardless of where it
occurred on rail transit-controlled
property.
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Rail Transit Vehicle
‘‘Rail transit vehicle’’ means the rail
transit agency’s rolling stock. This
definition includes vehicles used for
carrying ‘‘passengers’’ and providing
maintenance (i.e., high-rail vehicle).
Safety
‘‘Safety’’ means freedom from harm
resulting from unintentional acts or
circumstances.
Security
‘‘Security’’ means freedom from harm
resulting from intentional acts or
circumstances. Intentional danger
includes crimes and must be reported to
the oversight agency if the intentional
act meets the thresholds for notification
as specified in this rule.
State
‘‘State’’ means a State of the United
States, the District of Columbia, Puerto
Rico, the Northern Mariana Islands,
Guam, American Samoa, and the Virgin
Islands.
System Safety Program Plan
‘‘System safety program plan’’ means
a document developed and adopted by
the rail transit agency, describing its
safety policies, objectives,
responsibilities, and procedures.
System Security Plan
‘‘System security plan’’ means a
document developed and adopted by
the rail transit agency, describing its
security policies, objectives,
responsibilities, and procedures. The
system security plan must be a separate
document from the system safety
program plan.
Withholding of Funds for
Noncompliance (§ 659.7)
Authority for this section is based on
49 U.S.C. 5330, which directs FTA to
withhold federal funding from a state or
an urbanized area in the state. FTA is
authorized to withhold up to five
percent of an affected urbanized area’s
apportionment if FTA determines the
state is not in compliance or making
adequate efforts to comply with the rule.
Withheld formula funds will be restored
if the state is in compliance within two
(2) years.
Designation of Oversight Agency
(§ 659.9)
This section directs the state to select
an agency to oversee the rail fixed
guideway system and prohibits the state
from selecting the rail transit agency to
perform this role. It also prohibits the
state from selecting an agency for which
a conflict of interest—as determined by
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FTA—exists that would prevent the
oversight agency from carrying out its
activities in an unbiased manner.
The rule requires that the state’s
designation, at a minimum, coincides
with the execution of a grant agreement
between FTA and the rail transit agency
for a New Starts project or prior to the
application for any formula funds.
Designation means that the Governor
for the affected state would identify an
agency, and a point of contact from that
agency who will assume oversight
responsibility. Designation, for purposes
of the final rule, may occur prior to the
passage of enabling legislation or other
activities that may be necessary for the
oversight agency to assume its
responsibilities for implementing part
659 requirements.
After designation, the state would
have sixty (60) days to provide FTA
with a designation submission, which
would include: (1) Identification of the
agency most likely to provide oversight;
(2) a description of its current
authorities relating to rail transit safety
and security oversight; (3) a point of
contact within the designated agency to
coordinate program development with
FTA; (4) identification of any potential
conflicts of interest between the
designated agency and the rail transit
agency, based on financial or shared
management responsibilities; and (5) a
proposed schedule describing major
milestones to ensure implementation of
the state’s oversight program before the
start of passenger operations at the rail
transit agency.
For rail transit agencies that operate,
or will operate, in more than one state,
the affected states may each designate
an agency of the state to implement state
safety oversight requirements, or may
agree to designate one agency of one
state, or an agency representative of
each state. After the states designate an
agency, a single program standard,
adopted by each state, must be
developed to implement state safety
oversight program requirements. This
will allow the rail transit agency to
develop a seamless program that is
equally applicable in all affected states,
rather than being burdened with
requirements from two or more states.
States that have already designated an
approved agency to FTA are not
required to re-designate. However, if a
state changes its designation, the new
oversight agency must submit a new
initial submission to FTA within thirty
(30) days of the change, consistent with
§ 659.39.
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Confidentiality of Investigation Reports
(§ 659.11)
This section allows states to prohibit
an investigation report prepared or
adopted by the oversight agency from
being admitted into evidence or used in
a civil action. In addition, this part does
not require public availability of the rail
transit agency’s security plan.
Oversight Agency Overview and
Program Standard (§ 659.13–15)
This rule removes the reference to the
APTA Manual from the requirements for
a State Safety Oversight Program
standard. FTA has prepared a list of
nine (9) elements that must be included
in a program standard, including
minimum requirements to address
oversight agency authority and specific
interfaces with the rail transit agency.
The program standard must address
both safety and security and be
submitted to FTA with the oversight
agency’s initial submission. If the
oversight agency modifies its program
standard it must submit the revised
version to FTA.
System Safety Program Plan (§§ 659.17–
19)
The rule stipulates that the oversight
agency must require the rail transit
agency to develop and implement a
written system safety program plan that
complies with the oversight agency’s
program standard. FTA has identified
twenty-one (21) elements that, at a
minimum, must be addressed by the rail
transit agency. The rail transit agency
must submit its system safety program
plan—and any subsequent revisions—to
the oversight agency for review and
approval.
System Security Plan (§§ 659.21–23)
The rule requires that the system
security plan is developed and
maintained separately from the rail
transit agency’s system safety program
plan. FTA considers the system security
plan to be sensitive information and has
not established any requirements
preventing the state, oversight agency,
or rail transit agency from protecting the
system security plan and any referenced
procedures from public disclosure. The
oversight agency and rail transit agency
must identify a process by which the
oversight agency can review and
approve the system security plan
without compromising sensitive
information. Throughout this process,
the transit system and the oversight
agency must comply with all regulations
relating to the non-disclosure of
sensitive information in 49 CFR part
1520.
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FTA, to the best of its knowledge, has
not established any requirements for the
system security plan that are in conflict
with Department of Homeland Security
(DHS) directives. The DHS is the lead
Federal agency on security matters,
including transportation, and FTA
collaborates closely with them.
Annual Review of System Safety
Program Plan and System Security Plan
(§ 659.25)
The rule specifies that the oversight
agency must require the rail transit
agency to conduct an annual review of
its system safety program plan and
system security plan. This review may
simply result in the determination that
no update is necessary in either plan, or
it may result in more substantive
changes to one or both plans.
In the event that the system safety
program plan is modified, the rail
transit agency must submit the modified
plan and any subsequently modified
procedures to the oversight agency for
review and approval. When the plan is
approved, the oversight agency must
issue a formal letter of approval to the
rail transit agency.
In the event that the system security
plan is modified, the rail transit agency
is required to make it available to the
oversight agency for review and
approval. When the plan is approved,
the oversight agency must issue a formal
letter of approval to the rail transit
agency.
Internal Safety and Security Reviews
(§ 659.27)
Each rail transit agency must conduct
internal safety and security reviews as
described in its procedures. The rail
transit agency must document this
process in its system safety program
plan for review and approval by the
oversight agency. The rail transit agency
must notify the oversight agency at least
thirty (30) days before conducting a
scheduled review, in a manner
acceptable to the oversight agency
without placing undue burden on the
rail transit agency.
The internal safety and security
reviews must be conducted throughout
the year, with all elements to be
reviewed completed within a three-year
cycle. The rail transit agency must
provide the oversight agency with all
checklists and procedures used to
conduct its safety reviews, and make
available checklists and procedures for
conducting security reviews, provided
this does not compromise sensitive
information.
The oversight agency must require the
rail transit agency to submit an annual
report documenting internal safety and
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security review activities and the status
of subsequent findings and
recommendations. The security section
of this report must be made available to
the oversight agency in a manner that
does not compromise sensitive
information. The annual report must be
accompanied by a formal letter of
certification signed by the rail transit
agency’s executive director or general
manager, indicating that the rail transit
agency is in compliance with its system
safety program plan and system security
plan. In the event that the rail transit
agency is not in compliance with its
own system safety program plan or
security plan, the rail transit agency
must identify the actions it is taking to
achieve compliance, including a
schedule and the department that is
responsible. The oversight agency must
formally review and approve this report.
Oversight Agency Safety and Security
Reviews (§ 659.29)
At least every three (3) years, the
oversight agency must conduct an onsite review of the rail transit agency’s
implementation of its system safety
program plan and system security plan.
The rule also requires that the oversight
agency prepares and issues a report
containing findings and
recommendations resulting from that
review, which, at a minimum, must
include an analysis of the effectiveness
of the system safety program plan and
the security plan and a determination of
whether either should be updated.
Based on the results of this on-site
review, the oversight agency must
ensure that corrective action plans are
developed to address review findings.
The rail transit agency’s system safety
program plan and system security plan
may be reviewed in an ongoing manner
over the three-year timeframe, or in a
comprehensive on-site review, once
every three years.
Hazard Management Process (§ 659.31)
The rule requires the rail transit
agency to develop a process to identify
and resolve hazards during operation,
system extensions, modifications, or
changes (including procedural changes).
This process would replace the current
requirements for the notification and
investigation of unacceptable hazardous
conditions, and ensure that the
oversight agency has an ongoing role in
the rail transit agency’s hazard
identification and resolution process.
As part of the system safety program
plan, the oversight agency must require
the rail transit agency to develop a
hazard management process, to be
reviewed and approved by the oversight
agency. This process must, at a
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minimum: (1) Define the rail transit
agency’s approach to hazard
management and the implementation of
an integrated system-wide hazard
resolution process; (2) specify the
sources of, and the mechanisms to
support, the on-going identification of
hazards; (3) define the process by which
identified hazards will be evaluated and
prioritized for elimination or control; (4)
identify the mechanism used to track to
resolution the identified hazards; (5)
define minimum thresholds for the
notification and reporting to oversight
agencies of hazards; and (6) specify the
process by which the rail transit agency
will provide on-going reporting of
hazard resolution activities to the
oversight agency.
Accident Notification (§ 659.33)
The oversight agency must require the
rail transit agency to notify the oversight
agency within two (2) hours of any
incident involving a rail transit vehicle
or taking place on rail transit-controlled
property, where one or more of the
following occurs:
(1) A fatality at the scene; or where an
individual is confirmed dead within
thirty (30) days of a rail transit-related
incident;
(2) Injuries requiring immediate
medical attention away from the scene
for two or more individuals;
(3) Property damage to rail transit
vehicles, non-rail transit vehicles, other
rail transit property or facilities, and
non-transit property that equals or
exceeds $25,000;
(4) An evacuation due to life safety
reasons;
(5) A collision at a grade crossing;
(6) A main-line derailment;
(7) A collision with an individual on
a rail right of way; or
(8) A collision between a rail transit
vehicle and another rail transit vehicle
or a rail transit non-revenue vehicle.
These events could take place on a
rail transit vehicle or on rail transitcontrolled property, and could involve
rail transit passengers, employees,
contractors, rail transit facility
occupants, other workers, trespassers, or
other persons.
For rail transit agencies that share
track with the general railroad system
and are subject to FRA notification
requirements, the rule requires notifying
the oversight agency within two (2)
hours of an incident for which the rail
transit agency must notify the FRA. FTA
believes this is necessary to address the
role of the State Safety Oversight
Program in the FRA’s waiver process at
49 CFR parts 209 and 211.
The rule requires that the oversight
agency identify in its program standard
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the information to be provided by the
rail transit agency with the method of
notification.
Investigations (§ 659.35)
At a minimum the oversight agency
must investigate, or cause to be
investigated, any incident involving a
rail transit vehicle or taking place on
rail transit-controlled property meeting
the notification thresholds identified in
the notification § 659.33(a).
These thresholds correspond closely
to the thresholds required by the NTSB
for rail transit agency notification of
events that may be subsequently
investigated by the NTSB, as well as the
thresholds identified in the NTD for
major incidents.
In meeting this requirement, the
oversight agency must ensure that the
investigation is conducted according to
procedures reviewed and approved by
the oversight agency and submitted to
FTA. In the event the oversight agency
designates the rail transit agency to
conduct the investigation on its behalf,
it must do so formally and require the
rail transit agency to use investigation
procedures that have been formally
approved by the oversight agency and
submitted to FTA to fulfill the oversight
agency’s initial or annual submission
requirements.
The rule specifies that each
investigation must be documented in a
final report that includes a description
of investigation activities, causal factors
and contributing factors, and a
corrective action plan. The rule
provides the oversight agency with the
flexibility to determine, in its program
standard, when the final investigation
report must be submitted to the
oversight agency, the format of the final
report, and whether status updates or
preliminary findings should also be
submitted according to a timeframe
specified by the oversight agency.
The oversight agency is ultimately
responsible for the investigation and the
final report. The oversight agency may
adopt the final report, findings, and
corrective actions submitted by the rail
transit agency or conduct its own
investigation to determine findings. If a
dispute relating to investigation findings
should arise between the oversight
agency and the rail transit agency, the
oversight agency is responsible for
resolving the dispute to ensure that
corrective actions are developed to
address report findings and requiring
periodic status reports that document
investigation activities and findings.
Corrective Action Plans (§ 659.37)
The rule consolidates all requirements
for corrective action plans into a single
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section. The rule specifies that the
oversight agency, at a minimum, require
the rail transit agency to develop a
corrective action plan for the following
occurrences: (1) results from
investigations in which identified
causal and contributing factors are
determined by the rail transit agency or
oversight agency as requiring corrective
actions; and (2) findings from safety and
security reviews performed by the
oversight agency. Requirements for
corrective action plan development for
identified hazards are to be specified by
the rail transit agency in the hazard
management process.
The rule specifies that each corrective
action plan must identify the action to
be taken by the rail transit agency, the
schedule for its implementation, and the
department responsible for its
implementation. The corrective action
plan must be reviewed and formally
approved by the oversight agency. The
oversight agency is required to monitor
the implementation of each approved
corrective action plan.
The rule specifies that the oversight
agency must require the rail transit
agency to provide (1) verification that
the corrective action(s) has been
implemented as detailed in the
corrective action plan or a proposed
alternate action(s) subject to oversight
agency review and approval and (2)
periodic reports as requested by the
oversight agency describing the status of
each corrective action(s) not completely
implemented as described in the
corrective action plan.
Oversight Agency Report to the Federal
Transit Administration (§ 659.39)
The rule requires that all submissions
to FTA be made electronically. At the
current time, FTA anticipates that this
reporting would occur in an Internetbased format, as a secure page on FTA’s
existing safety and security Web site.
Until the system is in place, FTA
requires that annual submissions be
made through electronic mail or on CD
ROM through regular mail. Oversight
agencies will be notified when the
Internet-based system is operational.
For initial submissions, the rule
specifies that each designated oversight
agency must submit to FTA: (1)
oversight agency program standard and
referenced procedures; and (2)
certification that the system safety
program plan and the system security
plan have been developed, reviewed,
and approved. In states with rail fixed
guideway systems in passenger
operations, as of the publication date of
this rule, the designated oversight
agency must make its initial
submissions to FTA no later than one
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year after the publication of the final
rule. In states with rail fixed guideway
systems entering passenger operations
after the publication date of this rule,
the designated oversight agency must
make its initial submission within the
time frame proposed by the state in its
designation submission and approved
by FTA.
This rule requires that oversight
agencies make annual submissions prior
to March 15 of each year using a
reporting system specified by FTA. The
annual submission would require the
following: (1) Publicly available annual
report summarizing its oversight
activities for the preceding twelve
months; (2) report documenting and
tracking findings from three-year safety
and security review activities, and
whether a three-year safety or security
review has been completed since the
last annual report was submitted; and
(3) program standard and supporting
procedures that have changed during
the preceding year.
Finally, FTA has the authority to
request periodic submissions from
oversight agencies, which may include
status reports for accident
investigations, hazards, and corrective
action plans.
Conflict of Interest (§ 659.41)
This rule requires the oversight
agency to prohibit a person or entity
from providing services to both the state
safety oversight agency and rail transit
agency when a conflict of interest exists.
Certification of Compliance (§ 659.43)
This rule requires that each oversight
agency annually certify electronically to
FTA that it has complied with the
requirements of the State Safety
Oversight Program. The oversight
agency must maintain a signed copy of
each annual certification, subject to
audit by FTA.
VII. Distribution and Derivation Tables
DISTRIBUTION TABLE
Old section
659.1 .........................
659.3 .........................
659.5 .........................
659.7 .........................
659.21 .......................
659.23 .......................
659.31 .......................
659.33 .......................
New section(s)
659.1
659.3
659.5
659.7
659.9
659.11
659.13 and 659.15
659.17, 659.19, and
659.21
659.23 ....................... N.A.
N.A. ...........................
659.25
659.35 ....................... 659.27
659.37 ....................... 659.29
659.39 ....................... 659.31 and 659.33
659.41 ....................... 659.35
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DISTRIBUTION TABLE—Continued
Old section
659.43 .......................
659.45 .......................
N.A. ...........................
659.47 .......................
659.49 .......................
New section(s)
659.37
659.39
659.41
None
659.43
DERIVATION TABLE
New section
659.1 .........................
659.3 .........................
659.5 .........................
659.7 .........................
659.9 .........................
659.11 .......................
659.13 .......................
659.15 .......................
659.17 .......................
659.19 .......................
659.21 .......................
659.23 .......................
659.25 .......................
659.27 .......................
659.29 .......................
659.31 .......................
659.33 .......................
659.35 .......................
659.37 .......................
659.39 .......................
659.41 .......................
659.43 .......................
Old section(s)
659.1
659.3
659.5
659.7
659.21
659.23
659.31
659.31
659.33
New
659.33
New
New
659.37
659.39
New
659.39
659.41
659.43
659.45
New
659.49
estimated annual burden between years
five (5) and ten (10) increased
approximately 15 percent. FTA
estimates the annual cost of this rule
(i.e., the annual cost of the entire rule
as amended, as distinct from
incremental costs of the proposed
changes) to be approximately $2.1
million—this represents a nearly
$800,000 increase over the previous
rule. The $800,000 difference between
the previous cost of implementing the
rule and the annual cost of
implementing this revised rule over the
next 10 years is mostly caused by
continued program growth (i.e.,
addition of seven (7) rail transit agencies
and new states by the year 2013). When
estimating costs for this rule, FTA
increased the assumed hourly rate for
personnel responsible for implementing
rule requirements from $25 per hour to
$35 per hour. This increase reflects FTA
experience with the implementation of
the previous rule’s requirements and
outreach with state and rail transit
agency representatives. FTA believes
that while the estimate for the annual
cost burden has increased, the proposed
changes will not cause the regulated
parties to drastically change their
behavior or substantially increase the
number of resources needed to meet
rule requirements.
VIII. Regulatory Process Matters
Regulatory Flexibility Act
Executive Order 12866
The Office of Management and Budget
(OMB) has determined that OMB review
under EO 12866 is not necessary. While
the economic impact of this rulemaking
is not anticipated to be significant
because the changes are incremental in
nature, FTA recognizes that this rule
affects state governments, may be of
congressional interest and makes
changes to important DOT policy. These
changes include replacing a referenced
industry manual as the guideline for
program compliance with proposed
minimum requirements, revised
thresholds for accident notification and
investigation, clarification of critical
processes such as the management of
hazardous conditions, and additional
definitions. For these reasons, this rule
is a significant regulation under the
Department’s Regulatory Policies and
Procedures.
In 1995, FTA evaluated the industrywide costs and benefits of part 659
before this revision. The economic
analysis is available from FTA. In its
analysis, FTA estimated the total costs
for the first ten years to be
approximately $9.1 million. However,
when factoring in projections for
program growth and new starts, the
In accordance with the Regulatory
Flexibility Act (Pub. L. 96–354, 5 U.S.C.
601–612), FTA has evaluated the effects
of these rule changes on small entities
and has determined that there will not
be a significant impact on a substantial
number of these entities; only larger rail
transit agencies and oversight agencies
(such as state departments of
transportation and public utility
commissions) will be affected. The
original analysis for the 1995 final rule
determined that there would be no
significant impact on small entities.
This rule merely makes modest
administrative changes to the original
rule. For these reasons, FTA certifies
that this action will not have a
significant economic impact on a
substantial number of small entities.
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Unfunded Mandates Reform Act of 1995
This rule will not impose unfunded
mandates as defined by the Unfunded
Mandates Reform Act of 1995 (Pub. L.
104–4, March 22, 1995, 109 Stat. 48).
This rule will not result in state, local,
and tribal governments or the private
sector incurring aggregate expenditures
of $100 million or more in any one year,
adjusted for inflation (2 U.S.C. 1532). As
noted above, the estimated $2.1 million
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22577
annual cost of implementing the rule is
well below this threshold.
Executive Order 13132 (Federalism
Assessment)
Prior to the publication of the original
State Safety Oversight rule, FTA
conducted a Federalism Assessment
according to the requirements of
Executive Order 12612, which has since
been revoked and replaced by the
above-referenced order. Refer to 60 FR
67041 (December 27, 1995). Because the
state safety oversight requirements are
already in place, and this rule only
provides more detailed requirements for
greater clarification and performancebased evaluation to the existing rule,
FTA has determined that Federalism
impacts are minimal.
FTA has also determined that this
action does not preempt any state law
or state regulation or affect the states’
ability to discharge traditional state
governmental functions. As noted in the
original analysis, there may be instances
in which a state or local agency faces a
conflict between compliance with this
rule and state and local requirements.
Because compliance with this rule is a
condition of Federal financial
assistance, state and local governments
have the option of not seeking the
Federal funds if they choose not to
comply.
Paperwork Reduction Act
Under the Paperwork Reduction Act
of 1995 (PRA) (44 U.S.C. 3501, et. seq.),
Federal agencies must obtain approval
from the Office of Management and
Budget (OMB) for each collection of
information they conduct, sponsor, or
require through regulations. This rule
includes information collection
requirements subject to PRA. OMB
approved FTA’s collection requirements
in the original rule, and reviewed and
approved an updated submission in
November 2002 (OMB #2132–0558).
Since this rule will result in additional
or altered paperwork collection
burdens, FTA will submit this
requirement to the Office of Information
and Regulatory Affairs of the OMB for
review.
The estimated burden for information
collection requirements is an
annualized 26,502 hours and $927,600
for oversight agencies and 33,244 hours
and $1,163,540 for rail transit agencies.
These numbers relate to the burdens of
the entire rule as amended, distinct
from incremental burdens of the
changes.
National Environmental Policy Act
FTA has analyzed this action for the
purpose of compliance with the
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National Environmental Policy Act (42
U.S.C. 4321 et seq.) and has determined
that this rulemaking will not have any
effect on the quality of the human
environment.
§ 659.5
Definitions.
Contractor means an entity that
performs tasks required on behalf of the
oversight or rail transit agency. The rail
transit agency may not be a contractor
for the oversight agency.
List of Subjects in 49 CFR Part 659
Corrective action plan means a plan
developed by the rail transit agency that
Grant Programs—Transportation,
describes the actions the rail transit
Mass Transportation, Reporting and
agency will take to minimize, control,
recordkeeping requirements, Safety,
correct, or eliminate hazards, and the
Security, Transportation.
schedule for implementing those
■ For the reasons described in the
actions.
preamble, FTA revises part 659 to read
FRA means the Federal Railroad
as follows:
Administration, an agency within the
U.S. Department of Transportation.
PART 659—RAIL FIXED GUIDEWAY
FTA means the Federal Transit
SYSTEMS; STATE SAFETY
Administration, an agency within the
OVERSIGHT
U.S. Department of Transportation.
Hazard means any real or potential
Subpart A—General Provisions
condition (as defined in the rail transit
Sec.
agency’s hazard management process)
659.1 Purpose.
that can cause injury, illness, or death;
659.3 Scope.
damage to or loss of a system,
659.5 Definitions.
equipment or property; or damage to the
Subpart B—Role of the State
environment.
659.7 Withholding of funds for
Individual means a passenger;
noncompliance.
employee; contractor; other rail transit
659.9 Designation of oversight agency.
facility worker; pedestrian; trespasser;
659.11 Confidentiality of investigation
or any person on rail transit-controlled
reports and security plans.
property.
Investigation means the process used
Subpart C—Role of the State Oversight
to determine the causal and contributing
Agency
factors of an accident or hazard, so that
659.13 Overview.
actions can be identified to prevent
659.15 System safety program standard.
659.17 System safety program plan: general
recurrence.
New Starts Project means any rail
requirements.
659.19 System safety program plan:
fixed guideway system funded under
contents
FTA’s 49 U.S.C. 5309 discretionary
659.21 System security plan: general
construction program.
requirements.
Oversight Agency means the entity,
659.23 System security plan: contents.
other than the rail transit agency,
659.25 Annual review of system safety
designated by the state or several states
program plan and system security plan.
659.27 Internal safety and security reviews. to implement this part.
Passenger means a person who is on
659.29 Oversight agency safety and security
board, boarding, or alighting from a rail
reviews.
transit vehicle for the purpose of travel.
659.31 Hazard management process.
Passenger Operations means the
659.33 Accident notification.
659.35 Investigations.
period of time when any aspect of rail
659.37 Corrective action plans.
transit agency operations are initiated
659.39 Oversight agency reporting to the
with the intent to carry passengers.
Federal Transit Administration.
Program Standard means a written
659.41 Conflict of interest.
document developed and adopted by
659.43 Certification of compliance.
the oversight agency, that describes the
Authority: 49 U.S.C. 5330.
policies, objectives, responsibilities, and
procedures used to provide rail transit
Subpart A—General Provisions
agency safety and security oversight.
Rail Fixed Guideway System means
§ 659.1 Purpose.
any light, heavy, or rapid rail system,
This part implements 49 U.S.C. 5330
monorail, inclined plane, funicular,
by requiring a state to oversee the safety trolley, or automated guideway that:
and security of rail fixed guideway
(1) Is not regulated by the Federal
systems through a designated oversight
Railroad Administration; and
agency.
(2) Is included in FTA’s calculation of
fixed guideway route miles or receives
§ 659.3 Scope.
funding under FTA’s formula program
This part applies only to states with
for urbanized areas (49 U.S.C. 5336); or
(3) Has submitted documentation to
rail fixed guideway systems, as defined
FTA indicating its intent to be included
in this part.
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in FTA’s calculation of fixed guideway
route miles to receive funding under
FTA’s formula program for urbanized
areas (49 U.S.C. 5336).
Rail Transit Agency means an entity
that operates a rail fixed guideway
system.
Rail Transit-Controlled Property
means property that is used by the rail
transit agency and may be owned,
leased, or maintained by the rail transit
agency.
Rail Transit Vehicle means the rail
transit agency’s rolling stock, including
but not limited to passenger and
maintenance vehicles.
Safety means freedom from harm
resulting from unintentional acts or
circumstances.
Security means freedom from harm
resulting from intentional acts or
circumstances.
State means a State of the United
States, the District of Columbia, Puerto
Rico, the Northern Mariana Islands,
Guam, American Samoa, and the Virgin
Islands.
System Safety Program Plan means a
document developed and adopted by
the rail transit agency, describing its
safety policies, objectives,
responsibilities, and procedures.
System Security Plan means a
document developed and adopted by
the rail transit agency describing its
security policies, objectives,
responsibilities, and procedures.
Subpart B—Role of the State
§ 659.7 Withholding of funds for
noncompliance.
(a) The Administrator of the FTA may
withhold up to five percent of the
amount required to be distributed to any
state or affected urbanized area in such
state under FTA’s formula program for
urbanized areas, if:
(1) The state in the previous fiscal
year has not met the requirements of
this part; and
(2) The Administrator determines that
the state is not making adequate efforts
to comply with this part.
(b) The Administrator may agree to
restore withheld formula funds, if
compliance is achieved within two
years (See 49 U.S.C. 5330).
§ 659.9 Designation of oversight agency.
(a) General requirement. Each state
with an existing or anticipated rail fixed
guideway system regulated by this part
shall designate an oversight agency
consistent with the provisions of this
section. For a rail fixed guideway
system that will operate in only one
state, the state must designate an agency
of the state, other than the rail transit
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agency, as the oversight agency to
implement the requirements in this part.
The state’s designation or re-designation
of its oversight agency and submission
of required information as specified in
this section, are subject to review by
FTA.
(b) Exception. States which have
designated oversight agencies for
purposes of this part before May 31,
2005 are not required to re-designate to
FTA.
(c) Timing. The state designation of
the oversight agency shall:
(1) Coincide with the execution of any
grant agreement for a New Starts project
between FTA and a rail transit agency
within the state’s jurisdiction; or
(2) Occur before the application by a
rail transit agency for funding under
FTA’s formula program for urbanized
areas (49 U.S.C. 5336).
(d) Notification to FTA. Within (60)
days of designation of the oversight
agency, the state must submit to FTA
the following:
(1) The name of the oversight agency
designated to implement requirements
in this part;
(2) Documentation of the oversight
agency’s authority to provide state
oversight;
(3) Contact information for the
representative identified by the
designated oversight agency with
responsibility for oversight activities;
(4) A description of the organizational
and financial relationship between the
designated oversight agency and the rail
transit agency; and
(5) A schedule for the designated
agency’s development of its State Safety
Oversight Program, including the
projected date of its initial submission,
as required in § 659.39(a).
(e) Multiple states. In cases of a rail
fixed guideway system that will operate
in more than one state, each affected
state must designate an agency of the
state, other than the rail transit agency,
as the oversight agency to implement
the requirements in this part. To fulfill
this requirement, the affected states:
(1) May agree to designate one agency
of one state, or an agency representative
of all states, to implement the
requirements in this part; and
(2) In the event multiple states share
oversight responsibility for a rail fixed
guideway system, the states must ensure
that the rail fixed guideway system is
subject to a single program standard,
adopted by all affected states.
(f) Change of designation. Should a
state change its designated oversight
agency, it shall submit the information
required under paragraph (d) of this
section to FTA within (30) days of its
change. In addition, the new oversight
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agency must submit a new initial
submission, consistent with § 659.39(b),
within (30) days of its designation.
§ 659.11 Confidentiality of investigation
reports and security plans.
(a) A state may withhold an
investigation report that may have been
prepared or adopted by the oversight
agency from being admitted as evidence
or used in a civil action for damages
resulting from a matter mentioned in the
report.
(b) This part does not require public
availability of the rail transit agency’s
security plan and any referenced
procedures.
Subpart C—Role of the State Oversight
Agency
§ 659.13 Overview.
The state oversight agency is
responsible for establishing standards
for rail safety and security practices and
procedures to be used by rail transit
agencies within its purview. In addition,
the state oversight agency must oversee
the execution of these practices and
procedures, to ensure compliance with
the provisions of this part. This subpart
identifies and describes the various
requirements for the state oversight
agency.
§ 659.15 System safety program standard.
(a) General requirement. Each state
oversight agency shall develop and
distribute a program standard. The
program standard is a compilation of
processes and procedures that governs
the conduct of the oversight program at
the state oversight agency level, and
provides guidance to the regulated rail
transit properties concerning processes
and procedures they must have in place
to be in compliance with the state safety
oversight program. The program
standard and any referenced program
procedures must be submitted to FTA as
part of the initial submission.
Subsequent revisions and updates must
be submitted to FTA as part of the
oversight agency’s annual submission.
(b) Contents. Each oversight agency
shall develop a written program
standard that meets the requirements
specified in this part and includes, at a
minimum, the areas identified in this
section.
(1) Program management section.
This section shall include an
explanation of the oversight agency’s
authority, policies, and roles and
responsibilities for providing safety and
security oversight of the rail transit
agencies within its jurisdiction. This
section shall provide an overview of
planned activities to ensure on-going
communication with each affected rail
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22579
transit agency relating to safety and
security information, as well as FTA
reporting requirements, including
initial, annual and periodic
submissions.
(2) Program standard development
section. This section shall include a
description of the oversight agency’s
process for the development, review,
and adoption of the program standard,
the modification and/or update of the
program standard, and the process by
which the program standard and any
subsequent revisions are distributed to
each affected rail transit agency.
(3) Oversight of rail transit agency
internal safety and security reviews.
This section shall specify the role of the
oversight agency in overseeing the rail
transit agency internal safety and
security review process. This includes a
description of the process used by the
oversight agency to receive rail transit
agency checklists and procedures and
approve the rail transit agency’s annual
reports on findings, which must be
submitted under the signature of the rail
transit agency’s top management.
(4) Oversight agency safety and
security review section. This section
shall lay out the process and criteria to
be used at least every three years in
conducting a complete review of each
affected rail transit agency’s
implementation of its system safety
program plan and system security plan.
This section includes the process to be
used by the affected rail transit agency
and the oversight agency to manage
findings and recommendations from
this review. This also includes
procedures for notifying the oversight
agency before the rail transit agency
conducts an internal review.
(5) Accident notification section. This
section shall include the specific
requirements for the rail transit agency
to notify the oversight agency of
accidents. This section shall also
include required timeframes, methods
of notification, and the information to
be submitted by the rail transit agency.
Additional detail on this portion is
included in § 659.33 of this part.
(6) Investigations section. This section
contains the oversight agency
identification of the thresholds for
incidents that require an oversight
agency investigation. The roles and
responsibilities for conducting
investigations shall include:
coordination with the rail transit agency
investigation process, the role of the
oversight agency in supporting
investigations and findings conducted
by the NTSB, review and concurrence of
investigation report findings, and
procedures for protecting the
confidentiality of investigation reports.
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(7) Corrective actions section. This
section shall specify oversight agency
criteria for the development of
corrective action plan(s) and the process
for the review and approval of a
corrective action plan developed by the
rail transit agency. This section shall
also identify the oversight agency’s
policies for the verification and tracking
of corrective action plan
implementation, and its process for
managing conflicts with the rail transit
agency relating to investigation findings
and corrective action plan development.
(8) System safety program plan
section. This section shall specify the
minimum requirements to be contained
in the rail transit agency’s system safety
program plan. The contents of the
system safety plan are discussed in
more detail in § 659.19 of this part. This
section shall also specify information to
be included in the affected rail transit
agency’s system safety program plan
relating to the hazard management
process, including requirements for on
going communication and coordination
relating to the identification,
categorization, resolution, and reporting
of hazards to the oversight agency. More
details on the hazard management
process are contained in § 659.31 of this
part. This section shall also describe the
process and timeframe through which
the oversight agency must receive,
review, and approve the rail transit
agency system safety program plan.
(9) System security plan section. This
section shall specify the minimum
requirements to be included in the rail
transit agency’s system security plan.
More details about the system security
plan are contained in §§ 659.21 through
659.23 of this part. This section shall
also describe the process by which the
oversight agency will review and
approve the rail transit agency system
security program plan. This section also
shall identify how the state will prevent
the system security plan from public
disclosure.
§ 659.17 System safety program plan:
general requirements.
(a) The oversight agency shall require
the rail transit agency to develop and
implement a written system safety
program plan that complies with
requirements in this part and the
oversight agency’s program standard.
(b) The oversight agency shall review
and approve the rail transit agency
system safety program plan.
(c) After approval, the oversight
agency shall issue a formal letter of
approval to the rail transit agency,
including the checklist used to conduct
the review.
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§ 659.19 System safety program plan:
contents.
The system safety plan shall include,
at a minimum:
(a) A policy statement signed by the
agency’s chief executive that endorses
the safety program and describes the
authority that establishes the system
safety program plan.
(b) A clear definition of the goals and
objectives for the safety program and
stated management responsibilities to
ensure they are achieved.
(c) An overview of the management
structure of the rail transit agency,
including:
(1) An organization chart;
(2) A description of how the safety
function is integrated into the rest of the
rail transit organization; and
(3) Clear identification of the lines of
authority used by the rail transit agency
to manage safety issues.
(d) The process used to control
changes to the system safety program
plan, including:
(1) Specifying an annual assessment
of whether the system safety program
plan should be updated; and
(2) Required coordination with the
oversight agency, including timeframes
for submission, revision, and approval.
(e) A description of the specific
activities required to implement the
system safety program, including:
(1) Tasks to be performed by the rail
transit safety function, by position and
management accountability, specified in
matrices and/or narrative format; and
(2) Safety-related tasks to be
performed by other rail transit
departments, by position and
management accountability, specified in
matrices and/or narrative format.
(f) A description of the process used
by the rail transit agency to implement
its hazard management program,
including activities for:
(1) Hazard identification;
(2) Hazard investigation, evaluation
and analysis;
(3) Hazard control and elimination;
(4) Hazard tracking; and
(5) Requirements for on-going
reporting to the oversight agency
relating to hazard management activities
and status.
(g) A description of the process used
by the rail transit agency to ensure that
safety concerns are addressed in
modifications to existing systems,
vehicles, and equipment, which do not
require formal safety certification but
which may have safety impacts.
(h) A description of the safety
certification process required by the rail
transit agency to ensure that safety
concerns and hazards are adequately
addressed prior to the initiation of
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passenger operations for New Starts and
subsequent major projects to extend,
rehabilitate, or modify an existing
system, or to replace vehicles and
equipment.
(i) A description of the process used
to collect, maintain, analyze, and
distribute safety data, to ensure that the
safety function within the rail transit
organization receives the necessary
information to support implementation
of the system safety program.
(j) A description of the process used
by the rail transit agency to perform
accident notification, investigation and
reporting, including:
(1) Notification thresholds for internal
and external organizations;
(2) Accident investigation process and
references to procedures;
(3) The process used to develop,
implement, and track corrective actions
that address investigation findings;
(4) Reporting to internal and external
organizations; and
(5) Coordination with the oversight
agency.
(k) A description of the process used
by the rail transit agency to develop an
approved, coordinated schedule for all
emergency management program
activities, which include:
(1) Meetings with external agencies;
(2) Emergency planning
responsibilities and requirements;
(3) Process used to evaluate
emergency preparedness, such as
annual emergency field exercises;
(4) After action reports and
implementation of findings;
(5) Revision and distribution of
emergency response procedures;
(6) Familiarization training for public
safety organizations; and
(7) Employee training.
(l) A description of the process used
by the rail transit agency to ensure that
planned and scheduled internal safety
reviews are performed to evaluate
compliance with the system safety
program plan, including:
(1) Identification of departments and
functions subject to review;
(2) Responsibility for scheduling
reviews;
(3) Process for conducting reviews,
including the development of checklists
and procedures and the issuing of
findings;
(4) Review of reporting requirements;
(5) Tracking the status of
implemented recommendations; and
(6) Coordination with the oversight
agency.
(m) A description of the process used
by the rail transit agency to develop,
maintain, and ensure compliance with
rules and procedures having a safety
impact, including:
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(1) Identification of operating and
maintenance rules and procedures
subject to review;
(2) Techniques used to assess the
implementation of operating and
maintenance rules and procedures by
employees, such as performance testing;
(3) Techniques used to assess the
effectiveness of supervision relating to
the implementation of operating and
maintenance rules; and
(4) Process for documenting results
and incorporating them into the hazard
management program.
(n) A description of the process used
for facilities and equipment safety
inspections, including:
(1) Identification of the facilities and
equipment subject to regular safetyrelated inspection and testing;
(2) Techniques used to conduct
inspections and testing;
(3) Inspection schedules and
procedures; and
(4) Description of how results are
entered into the hazard management
process.
(o) A description of the maintenance
audits and inspections program,
including identification of the affected
facilities and equipment, maintenance
cycles, documentation required, and the
process for integrating identified
problems into the hazard management
process.
(p) A description of the training and
certification program for employees and
contractors, including:
(1) Categories of safety-related work
requiring training and certification;
(2) A description of the training and
certification program for employees and
contractors in safety-related positions;
(3) Process used to maintain and
access employee and contractor training
records; and
(4) Process used to assess compliance
with training and certification
requirements.
(q) A description of the configuration
management control process, including:
(1) The authority to make
configuration changes;
(2) Process for making changes; and
(3) Assurances necessary for formally
notifying all involved departments.
(r) A description of the safety program
for employees and contractors that
incorporates the applicable local, state,
and federal requirements, including:
(1) Safety requirements that
employees and contractors must follow
when working on, or in close proximity
to, rail transit agency property; and
(2) Processes for ensuring the
employees and contractors know and
follow the requirements.
(s) A description of the hazardous
materials program, including the
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process used to ensure knowledge of
and compliance with program
requirements.
(t) A description of the drug and
alcohol program and the process used to
ensure knowledge of and compliance
with program requirements.
(u) A description of the measures,
controls, and assurances in place to
ensure that safety principles,
requirements and representatives are
included in the rail transit agency’s
procurement process.
§ 659.21 System security plan: general
requirements.
(a) The oversight agency shall require
the rail transit agency to implement a
system security plan that, at a
minimum, complies with requirements
in this part and the oversight agency’s
program standard. The system security
plan must be developed and maintained
as a separate document and may not be
part of the rail transit agency’s system
safety program plan.
(b) The oversight agency may prohibit
a rail transit agency from publicly
disclosing the system security plan.
(c) After approving the system
security plan, the oversight agency shall
issue a formal letter of approval,
including the checklist used to conduct
the review, to the rail transit agency.
§ 659.23 System security plan: contents.
The system security plan must, at a
minimum address the following:
(a) Identify the policies, goals, and
objectives for the security program
endorsed by the agency’s chief
executive.
(b) Document the rail transit agency’s
process for managing threats and
vulnerabilities during operations, and
for major projects, extensions, new
vehicles and equipment, including
integration with the safety certification
process;
(c) Identify controls in place that
address the personal security of
passengers and employees;
(d) Document the rail transit agency’s
process for conducting internal security
reviews to evaluate compliance and
measure the effectiveness of the system
security plan; and
(e) Document the rail transit agency’s
process for making its system security
plan and accompanying procedures
available to the oversight agency for
review and approval.
§ 659.25 Annual review of system safety
program plan and system security plan.
(a) The oversight agency shall require
the rail transit agency to conduct an
annual review of its system safety
program plan and system security plan.
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22581
(b) In the event the rail transit
agency’s system safety program plan is
modified, the rail transit agency must
submit the modified plan and any
subsequently modified procedures to
the oversight agency for review and
approval. After the plan is approved, the
oversight agency must issue a formal
letter of approval to the rail transit
agency.
(c) In the event the rail transit
agency’s system security plan is
modified, the rail transit agency must
make the modified system security plan
and accompanying procedures available
to the oversight agency for review,
consistent with requirements specified
in § 659.23(e) of this part. After the plan
is approved, the oversight agency shall
issue a formal letter of approval to the
rail transit agency.
§ 659.27 Internal safety and security
reviews.
(a) The oversight agency shall require
the rail transit agency to develop and
document a process for the performance
of on-going internal safety and security
reviews in its system safety program
plan.
(b) The internal safety and security
review process must, at a minimum:
(1) Describe the process used by the
rail transit agency to determine if all
identified elements of its system safety
program plan and system security plan
are performing as intended; and
(2) Ensure that all elements of the
system safety program plan and system
security plan are reviewed in an on
going manner and completed over a
three-year cycle.
(c) The rail transit agency must notify
the oversight agency at least thirty (30)
days before the conduct of scheduled
internal safety and security reviews.
(d) The rail transit agency shall
submit to the oversight agency any
checklists or procedures it will use
during the safety portion of its review.
(e) The rail transit agency shall make
available to the oversight agency any
checklists or procedures subject to the
security portion of its review, consistent
with § 659.23(e).
(f) The oversight agency shall require
the rail transit agency to annually
submit a report documenting internal
safety and security review activities and
the status of subsequent findings and
corrective actions. The security part of
this report must be made available for
oversight agency review, consistent with
§ 659.23(e).
(g) The annual report must be
accompanied by a formal letter of
certification signed by the rail transit
agency’s chief executive, indicating that
the rail transit agency is in compliance
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with its system safety program plan and
system security plan.
(h) If the rail transit agency
determines that findings from its
internal safety and security reviews
indicate that the rail transit agency is
not in compliance with its system safety
program plan or system security plan,
the chief executive must identify the
activities the rail transit agency will take
to achieve compliance.
(i) The oversight agency must
formally review and approve the annual
report.
§ 659.29 Oversight agency safety and
security reviews.
At least every three (3) years,
beginning with the initiation of rail
transit agency passenger operations, the
oversight agency must conduct an onsite review of the rail transit agency’s
implementation of its system safety
program plan and system security plan.
Alternatively, the on-site review may be
conducted in an on-going manner over
the three year timeframe. At the
conclusion of the review cycle, the
oversight agency must prepare and issue
a report containing findings and
recommendations resulting from that
review, which, at a minimum, must
include an analysis of the effectiveness
of the system safety program plan and
the security plan and a determination of
whether either should be updated.
§ 659.31 Hazard management process.
(a) The oversight agency must require
the rail transit agency to develop and
document in its system safety program
plan a process to identify and resolve
hazards during its operation, including
any hazards resulting from subsequent
system extensions or modifications,
operational changes, or other changes
within the rail transit environment.
(b) The hazard management process
must, at a minimum:
(1) Define the rail transit agency’s
approach to hazard management and the
implementation of an integrated systemwide hazard resolution process;
(2) Specify the sources of, and the
mechanisms to support, the on-going
identification of hazards;
(3) Define the process by which
identified hazards will be evaluated and
prioritized for elimination or control;
(4) Identify the mechanism used to
track through resolution the identified
hazard(s);
(5) Define minimum thresholds for
the notification and reporting of
hazard(s) to oversight agencies; and
(6) Specify the process by which the
rail transit agency will provide on-going
reporting of hazard resolution activities
to the oversight agency.
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§ 659.33 Accident notification.
(a) The oversight agency must require
the rail transit agency to notify the
oversight agency within two (2) hours of
any incident involving a rail transit
vehicle or taking place on rail transitcontrolled property where one or more
of the following occurs:
(1) A fatality at the scene; or where an
individual is confirmed dead within
thirty (30) days of a rail transit-related
incident;
(2) Injuries requiring immediate
medical attention away from the scene
for two or more individuals;
(3) Property damage to rail transit
vehicles, non-rail transit vehicles, other
rail transit property or facilities and
non-transit property that equals or
exceeds $25,000;
(4) An evacuation due to life safety
reasons;
(5) A collision at a grade crossing;
(6) A main-line derailment;
(7) A collision with an individual on
a rail right of way; or
(8) A collision between a rail transit
vehicle and a second rail transit vehicle,
or a rail transit non-revenue vehicle.
(b) The oversight agency shall require
rail transit agencies that share track with
the general railroad system and are
subject to the Federal Railroad
Administration notification
requirements, to notify the oversight
agency within two (2) hours of an
incident for which the rail transit
agency must also notify the Federal
Railroad Administration.
(c) The oversight agency shall identify
in its program standard the method of
notification and the information to be
provided by the rail transit agency
§ 659.35 Investigations.
(a) The oversight agency must
investigate, or cause to be investigated,
at a minimum, any incident involving a
rail transit vehicle or taking place on
rail transit-controlled property meeting
the notification thresholds identified in
§ 659.33(a).
(b) The oversight agency must use its
own investigation procedures or those
that have been formally adopted from
the rail transit agency and that have
been submitted to FTA.
(c) In the event the oversight agency
authorizes the rail transit agency to
conduct investigations on its behalf, it
must do so formally and require the rail
transit agency to use investigation
procedures that have been formally
approved by the oversight agency.
(d) Each investigation must be
documented in a final report that
includes a description of investigation
activities, identified causal and
contributing factors, and a corrective
action plan.
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(e) A final investigation report must
be formally adopted by the oversight
agency for each accident investigation.
(1) If the oversight agency has
conducted the investigation, it must
formally transmit its final investigation
report to the rail transit agency.
(2) If the oversight agency has
authorized an entity other than itself
(including the rail transit agency) to
conduct the accident investigation on its
behalf, the oversight agency must
review and formally adopt the final
investigation report.
(3) If the oversight agency does not
concur with the findings of the rail
transit agency investigation report, it
must either:
(i) Conduct its own investigation
according to paragraphs (b), (d) and
(e)(1) of this section; or
(ii) Formally transmit its dissent to
the findings of the accident
investigation, report its dissent to the
rail transit agency, and negotiate with
the rail transit agency until a resolution
on the findings is reached.
(f) The oversight agency shall have the
authority to require periodic status
reports that document investigation
activities and findings in a time frame
determined by the oversight agency.
§ 659.37 Corrective action plans.
(a) The oversight agency must, at a
minimum, require the development of a
corrective action plan for the following:
(1) Results from investigations, in
which identified causal and
contributing factors are determined by
the rail transit agency or oversight
agency as requiring corrective actions;
and
(2) Findings from safety and security
reviews performed by the oversight
agency.
(b) Each corrective action plan should
identify the action to be taken by the rail
transit agency, an implementation
schedule, and the individual or
department responsible for the
implementation.
(c) The corrective action plan must be
reviewed and formally approved by the
oversight agency.
(d) The oversight agency must
establish a process to resolve disputes
between itself and the rail transit agency
resulting from the development or
enforcement of a corrective action plan.
(e) The oversight agency must identify
the process by which findings from an
NTSB accident investigation will be
evaluated to determine whether or not
a corrective action plan should be
developed by either the oversight
agency or rail transit agency to address
NTSB findings.
(f) The rail transit agency must
provide the oversight agency:
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(1) Verification that the corrective
action(s) has been implemented as
described in the corrective action plan,
or that a proposed alternate action(s) has
been implemented subject to oversight
agency review and approval; and
(2) Periodic reports requested by the
oversight agency, describing the status
of each corrective action(s) not
completely implemented, as described
in the corrective action plan.
(g) The oversight agency must monitor
and track the implementation of each
approved corrective action plan.
§ 659.39 Oversight agency reporting to the
Federal Transit Administration.
(a) Initial submission. Each designated
oversight agency with a rail fixed
guideway system that is in passenger
operations as of April 29, 2005 or will
begin passenger operations by May 1,
2006, must make its initial submission
to FTA by May 1, 2006. In states with
rail fixed guideway systems initiating
passenger operations after May 1, 2006,
the designated oversight agency must
make its initial submission within the
time frame specified by the state in its
designation submission, but not later
than at least sixty (60) days prior to
initiation of passenger operations. Any
time a state changes its designated
oversight agency to carry out the
requirements identified in this part, the
new oversight agency must make a new
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initial submission to FTA within thirty
(30) days of the designation.
(b) An initial submission must
include the following:
(1) Oversight agency program
standard and referenced procedures;
and
(2) Certification that the system safety
program plan and the system security
plan have been developed, reviewed,
and approved.
(c) Annual submission. Before March
15 of each year, the oversight agency
must submit the following to FTA:
(1) A publicly available annual report
summarizing its oversight activities for
the preceding twelve months, including
a description of the causal factors of
investigated accidents, status of
corrective actions, updates and
modifications to rail transit agency
program documentation, and the level
of effort used by the oversight agency to
carry out its oversight activities.
(2) A report documenting and tracking
findings from three-year safety review
activities, and whether a three-year
safety review has been completed since
the last annual report was submitted.
(3) Program standard and supporting
procedures that have changed during
the preceding year.
(4) Certification that any changes or
modifications to the rail transit agency
system safety program plan or system
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22583
security plan have been reviewed and
approved by the oversight agency.
(d) Periodic submission. FTA retains
the authority to periodically request
program information.
(e) Electronic reporting. All
submissions to FTA required in this part
must be submitted electronically using
a reporting system specified by FTA.
§ 659.41 Conflict of interest.
The oversight agency shall prohibit a
party or entity from providing services
to both the oversight agency and rail
transit agency when there is a conflict
of interest, as defined by the state.
§ 659.43 Certification of compliance.
(a) Annually, the oversight agency
must certify to the FTA that it has
complied with the requirements of this
part.
(b) The oversight agency must submit
each certification electronically to FTA
using a reporting system specified by
FTA.
(c) The oversight agency must
maintain a signed copy of each annual
certification to FTA, subject to audit by
FTA.
Issued on: April 4, 2005.
Jennifer L. Dorn,
Administrator.
[FR Doc. 05–8567 Filed 4–28–05; 8:45 am]
BILLING CODE 4910–57–P
E:\FR\FM\29APR3.SGM
29APR3
| File Type | application/pdf |
| File Title | 49 CFR Part 659 - Rail Fixed Guideway Systems; State Safety Oversight; Final Rule |
| Subject | Extracted Pages from Federal Register Vol. 70, No. 82 (April 29, 2005) - Pages 22562 to 22583 |
| Author | U.S. Government Printing Office |
| File Modified | 2005-05-02 |
| File Created | 2005-04-28 |