STATE OF CALIFORNIA GAVIN NEWSOM, Governor
PUBLIC UTILITIES COMMISSION
505 VAN NESS AVENUE
SAN FRANCISCO, CA 94102-3298
March 15, 2023
The Honorable Gavin Newsom
Governor of California
State Capitol, Suite 1173
Sacramento, CA 95814
SUBJECT: Calendar Year 2022 Report of State Safety Oversight Activities for Rail Fixed
Guideway Public Transportation Systems in California
Dear Governor Newsom:
As required by Title 49 of the Code of Federal Regulations, Part 674.13(a)(7), attached is
the Calendar Year 2022 Report of State Safety Oversight Activities for Rail Fixed
Guideway Public Transportation Systems in California. The Report will also be posted to
the Commission’s web site on Wednesday, March 15, 2023.
The California Public Utilities Commission is the designated State Safety Oversight
Agency for rail fixed guideway public transportation systems in California. Federal
regulation requires us to annually provide this report to your office, the board of
directors (or equivalent entity) of the rail fixed guideway public transportation systems in
California that receive federal funding, and the Federal Transit Administration.
Sincerely Yours,
Rachel Peterson
Executive Director
Enclosure
Cc:
Nuria Fernandez, Associate Administrator, Federal Transit Administration
Janice Li, President of Board of Directors, Bay Area Rapid Transit District
Ara J. Najarian, Chair of Board of Directors, Los Angeles County Metro Trans. Authority
Jewel Edson, Chair of Board of Directors, North County Transit District
Gene Hernandez, Chair of Board of Directors, Orange County Transportation Authority
Patrick Kennedy, Chair of Board of Directors, Sacramento Regional Transit District
Nathan Fletcher, Chair of Board of Directors, San Diego Metropolitan Transit System
Amanda Eaken, Chair of Board of Directors, San Francisco Municipal Trans. Agency
Pat Burt, Chair of Board of Directors, Santa Clara Valley Transportation Authority
CALENDAR YEAR 2022
REPORT OF
STATE SAFETY OVERSIGHT ACTIVITIES
FOR
RAIL FIXED GUIDEWAY PUBLIC TRANSPORTATION SYSTEMS
IN CALIFORNIA
California Public Utilities Commission
Rail Safety Division
Roger Clugston, Director
March 15, 2023
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT – STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
TABLE OF CONTENTS
EXECUTIVE SUMMARY.................................................................................................................. 1
BACKGROUND ................................................................................................................................. 3
OVERVIEW OF CPUC’S RAIL TRANSIT SAFETY OVERSIGHT PROGRAM ............................. 5
COVID-19 PANDEMIC IMPACTS .................................................................................................... 9
RESPONDING TO “FLEX ALERTS” .............................................................................................. 9
DATABASE SYSTEM UPDATES .................................................................................................... 10
SUMMARY OF OVERSIGHT ACTIVITIES OF ALL RAIL TRANSIT AGENCIES IN
CALENDAR YEAR 2022 .................................................................................................................. 11
ENFORCEMENT ACTIONS .................................................................................................................... 25
SUMMARY OF ACTIVITIES FOR ALL FTA REGULATED RAIL TRANSIT AGENCIES IN
CALENDAR YEAR 2022 .................................................................................................................. 26
BAY AREA RAPID TRANSIT DISTRICT ................................................................................................ 26
LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY ............................. 34
NORTH [SAN DIEGO] COUNTY TRANSIT DISTRICT ......................................................................... 44
ORANGE COUNTY TRANSPORTATION AUTHORITY ....................................................................... 48
SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY ......................................................... 50
SACRAMENTO REGIONAL TRANSIT DISTRICT ................................................................................ 55
SAN DIEGO TROLLEY, INC. .................................................................................................................. 58
THE SANTA CLARA VALLEY TRANSPORTATION AUTHORITY .................................................. 63
SUMMARY OF ACTIVITIES FOR NON-FTA REGULATED RAIL TRANSIT AGENCIES FOR
CALENDAR YEAR 2022 .................................................................................................................. 70
AMERICANA AT BRAND TROLLEY .................................................................................................... 70
ANGELS FLIGHT RAILWAY COMPANY FUNICULAR ..................................................................... 71
THE GETTY CENTER MUSEUM AUTOMATED PEOPLE MOVER .................................................. 73
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT – STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
THE GROVE TROLLEY .......................................................................................................................... 75
LOS ANGELES WORLD AIRPORTS AUTOMATED PEOPLE MOVER ............................................. 76
SACRAMENTO COUNTY DEPARTMENT OF AIRPORTS AUTOMATED PEOPLE MOVER ......... 77
SAN FRANCISCO INTERNATIONAL AIRPORT AIRTRAIN AUTOMATED PEOPLE MOVER .... 78
SYSTEMS IN DEVELOPMENT OR FUNDING STAGES ........................................................... 81
LOS ANGELES STREETCAR.................................................................................................................. 81
DOWNTOWN [SACRAMENTO] RIVERFRONT STREETCAR ............................................................ 82
INGLEWOOD TRANSIT CONNECTOR PROJECT ................................................................................ 82
ANNUAL REPORT FINDINGS ..................................................................................................... 84
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 1
EXECUTIVE SUMMARY
The California Public Utilities Commission (CPUC) regulates the safety and security of 15 rail transit
agencies (RTAs) in California. Eight of these RTAs are jurisdictional to and funded in part by the
Federal Transit Administration (FTA). The Rail Safety Division’s (RSD) Rail Transit Safety Branch
(RTSB) is responsible for the CPUC’s rail transit safety oversight program.
This report is part of the CPUC’s annual reporting requirements regarding its rail transit safety
program. There are two elements of annual reporting to FTA that the CPUC must meet. In order to
comply with the regulations established by the FTA, all State Safety Oversight Agencies (SSOA) must
upload certain required documents and data regarding their oversight activities each calendar year (CY)
into an FTA online reporting system. The CPUC must submit these documents and data by March 15
of each year that include the following information:
• Summary of its oversight activities for the previous year.
• Description of the causal factors of accidents identified through investigation and identifies the
status of corrective actions.
• Any changes to the Public Transportation Agency Safety Plans of each FTA-regulated RTA;
and
• The level of effort by the SSOA in carrying out its oversight activities.
In addition, FTA regulations require that at least once a year, the SSOA report the status of the safety
of each RTA under their jurisdiction which receives federal funding from the FTA to their Governor,
the FTA, and the board of directors, or equivalent entity, of RTAs.
This report summarizes the data and information submitted to the FTA’s online reporting system,
outlining CPUC’s rail transit safety program and RTSB’s activities for CY 2022. Specifically, this report
summarizes the CPUC staff hours and core activities that comprise the safety oversight effort of the
program and the audit, inspection, investigation, and capital project oversight activities conducted in
carrying out the program in CY 2022. In addition, data and information for all RTAs, information
regarding the types of accidents each RTA has reported, and the primary causal factors for those
accidents are discussed.
Impacts of COVID-19 Pandemic
CPUC continued conducting its safety oversight activities on RTAs in CY 2022, but it took several
steps to do so in compliance with U.S. Department of Health and Human Services’ Centers for Disease
Control and Prevention (CDC), state, and local health department safety requirements. These steps
limited contact to the extent possible between CPUC staff and RTA personnel. Routine field work was
typically conducted by one or more inspectors making inspections and observations of the operations
and infrastructure, and subsequently transmitting the inspection report and any findings to the RTA.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 2
RTA personnel and participating CPUC staff reviewed accident videos remotely, or by in-person
meetings following social distancing and mask protocols. CPUC staff also participated in capital
project meetings that were conducted virtually by RTAs and their contractors. CPUC staff did
however conduct some field activities associated with capital projects and two triennial safety and
security audits during the second half of CY 2022.
CPUC Staff Resources Devoted to Rail Transit Safety Oversight
In CY 2022, RTSB and other CPUC staff (including staff from other RSD branches, and the Legal and
Administrative Law Judges Divisions) performed approximately 62,868 hours of safety and security
oversight activities during the reporting period, for both non-FTA funded, and FTA funded RTA’s,
this was a 4% increase over the previous year. Due to the recent expansion of rail transit systems and
the projects approved and in construction or final engineering, as well as new FTA requirements for
risk-based inspections, additional RTSB staff resources will be needed in the near term.
Comprehensive Triennial Audits
In response to the COVID-19 pandemic, the CPUC issued Resolution ST-241 (12/18/2020), which
delegated to the Director of RSD temporary ministerial authority to extend the timeframes for
conducting triennial audits of California RTAs, required by Commission General Order (GO) 164-E.
With Resolution ST-241, some scheduled triennial audits in CY 2021 were rescheduled to CY 2022. In
CY 2022, CPUC staff conducted triennial audits for Santa Clara Valley Transportation Authority and
North [San Diego] County Transportation District.
Field Inspections of Rail Transit Facilities, Vehicles, and Operations
RTSB inspectors conducted 633 inspections during CY 2022, while participating in numerous accident
investigations. This was a 75% increase from the previous year. The increase of inspections was
largely due to the wide availability of vaccines and most staff being fully vaccinated, allowing CPUC
staff to conduct additional field work while still following COVID-19 safety protocols.
Accident Investigations
RTAs reported 367 rail transit accidents during CY 2022. CPUC staff investigated and/or reviewed
and approved most of the RTA reports for these accidents, however some still remain open and under
investigation. The purpose of the accident investigation reports is to assure the RTA identified the
causal and contributory factors leading to the accident to prevent recurrence. The largest percentage
(approximately 58%) are related to collisions with vehicles and pedestrians/bicycles/other conveyance
with rider, at rail crossings or along street-running transit lines. Data provided herein indicates the
number and types of accidents for all agencies and also by individual RTA.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 3
Capital Projects
CPUC staff spend a significant portion of their time on safety oversight of RTA capital projects.
California RTAs have numerous capital projects, particularly in the Los Angeles area as they prepare for
the 2028 Olympics City of Los Angeles will be hosting. Capital projects include new vehicle
procurement projects, line extensions for service to new areas, major infrastructure projects such as
electric substations, new dispatch and emergency operations centers, new train control systems, seismic
retrofit projects, and others. There are over 20 major rail transit projects in California that are in active
stages of construction, as detailed herein. An updated workload assessment will be developed to
determine the additional resource needs for construction and inspection oversight, as well as general
Safety oversight of the expanding California RTA rail transit systems.
Corrective Action Plans
CPUC staff reviewed 662 Corrective Action Plans (CAPs) during CY 2022; an 88% increase from the
previous year. CAPs are generated from accident investigations, identified system hazards, inspections,
triennial audits, internal safety audits (conducted by RTAs), consumer complaints, and potentially other
sources. CPUC staff approved for closure 414 of those CAPs. The remainder are in various stages of
completion and CPUC staff continues to monitor their progress.
Enforcement Actions
CPUC staff did not initiate new enforcement actions in CY 2022, however, continued to monitor
compliance with previous CPUC Decisions on enforcement actions applicable to the Bay Area Rapid
Transit District (BART).
BACKGROUND
The US Congress enacted, and President Obama signed into law the Moving Ahead for Progress in the
21
st
Century Act (MAP-21) on July 6, 2012. Among several other things, MAP-21 required the FTA to
adopt a comprehensive Public Transportation Safety Program, one element of which is to strengthen
the rail transit State Safety Oversight program of the FTA required by 49 CFR Part 659 in effect at that
time, and which was replaced by Part 674.
The CPUC has a long-standing rail transit safety oversight program which pre-dates the federal
program. The federal program began in the early 1990’s, and the CPUC was given authority by the
California legislature as early as the mid-1950’s over the safety of rapid transit systems in California, at
first by individual RTAs as they were created. In the 1970’s, during the construction of the Bay Area
Rapid Transit (BART) system, that authority was broadened by the legislature to include all systems.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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Specifically, California Public Utilities Code § 99152
1
makes all fixed guideway public transportation
systems in California planned, acquired, or constructed, on or after 1979 subject to the regulations of
the CPUC. The CPUC has developed a rigorous and comprehensive program over the years to assure
the safety of systems under its jurisdiction. The CPUC has adopted Strategic Directive Statements that
collectively define the universe of results the CPUC expects our organization to achieve, and RTSB
participates in that process and its safety oversight activities support achieving many of those Strategic
Directives.
On October 13, 1992, pursuant to the requirements of the federal Intermodal Surface Transportation
Efficiency Act of 1991, Governor Pete Wilson designated the CPUC as the state agency charged with
overseeing the development and implementation of safety plans for all fixed guideway transit systems in
California, referred to as the State Safety Oversight Agency (SSOA) by the FTA. Subsequently, in 1996
the FTA adopted 49 CFR Part 659, which was the federal regulation for SSOAs such as the CPUC,
which describes requirements to meet regarding its public transportation fixed guideway safety
oversight obligations.
MAP-21 required the FTA to develop certification requirements for SSOAs, such as the CPUC, and
provides for grants to eligible states to develop or carry out rail fixed guideway public transportation
safety oversight programs. The FTA developed interim certification requirements based on the
Congressional direction provided by MAP-21 until it took the steps to develop regulations to
strengthen 49 CFR Part 659. On October 1, 2013, the FTA certified the CPUC SSOA program as one
of only two in the nation whose existing program met all interim certification requirements and thus
was made eligible for grant funding. Subsequently, the CPUC issued Resolution ST-169 (10/2/2014),
which authorized CPUC staff to apply for the available grant funding for the CPUC’s SSOA program.
On July 2, 2015, the FTA approved the CPUC’s first SSOA grant funding application. The CPUC has
applied for and received eight grants thus far totaling $34,070,328.
As required by MAP-21, to strengthen the SSOA program requirements of 49 CFR Part 659, the FTA
adopted new requirements in 49 CFR Part 674, which became effective on April 15, 2016. Under the
MAP-21 requirements, three years from that date (April 15, 2019) 49 CFR Part 659 was rescinded and
1
Public Utilities Code §99152 states “Any public transit guideway planned, acquired, or constructed, on or after January 1, 1979, is subject
to regulations of the Public Utilities Commission relating to safety appliances and procedures. The commission shall inspect all work done on those
guideways and may make further additions or changes necessary for the purpose of safety to employees and the general public. The commission
shall develop an oversight program employing safety planning criteria, guidelines, safety standards, and safety procedures to be met by operators in
the design, construction, and operation of those guideways. Existing industry standards shall be used where applicable. The commission shall
enforce the provisions of this section.”
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 5
only 49 CFR Part 674 provides authority for the SSOA program.
With the adoption by the FTA of 49 CFR Part 674, the CPUC made changes to its fixed guideway
public transportation safety oversight program in 2017 and 2018 to attain FTA certification under Part
674 requirements. The CPUC submitted its Certification Application to the FTA and obtained
certification on October 23, 2018, well ahead of the April 15, 2019, deadline.
To comply with the new regulations in 49 CFR Part 674.13(a)(7) and 49 CFR 674.39 (a)(3), every SSOA
that oversee Rail Fixed Guideway Public Transportation Systems (RFGPTS, as defined in 49 CFR Part
674) must submit an Annual Report that summarizes its oversight activities for the preceding 12
months. This report describes the causal factors of accidents identified through investigation, and
identifies the status of corrective actions, changes to Public Transportation Agency Safety Plans, and
the level of effort by the SSOA in carrying out its oversight activities. Accordingly, this report provides
the data required for CY 2022.
OVERVIEW OF CPUC’S RAIL TRANSIT SAFETY OVERSIGHT PROGRAM
The CPUC currently oversees 15 RTAs, of which eight receive FTA funding and are thus subject to
FTA regulations. The remaining seven do not receive FTA funding and are not subject to FTA
regulations.
RTAs Subject to FTA Regulations
• Bay Area Rapid Transit District (BART)
• Los Angeles County Metropolitan Transportation Authority (LACMTA or Metro)
• North [San Diego] County Transit District (NCTD or Sprinter)
• Orange County Transportation Authority (OCTA or OC Streetcar) (currently under
construction)
• San Francisco Municipal Transportation Agency (SFMTA or Muni)
• Sacramento Regional Transit District (SRTD)
• San Diego Trolley, Inc. (SDTI)
• Santa Clara Valley Transportation Authority (VTA)
RTAs Not Subject to FTA Regulations
• Americana at Brand Trolley
• Angels Flight Railway Company (funicular)
• Getty Center Museum Automated People Mover (APM)
• The Grove Trolley
• Los Angeles World Airports (LAWA) Automated People Mover (currently under construction)
• Sacramento County Department of Airports (SCDOA) Automated People Mover
• San Francisco International Airport (AirTrain) Automated People Mover
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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In addition, the following systems are in various stages of development and have not yet been awarded
full grant funding from the FTA:
• Downtown Sacramento Riverfront Streetcar (Cities of Sacramento and West Sacramento, as
well as Sacramento Regional Transit)
• Los Angeles Streetcar (City of Los Angeles)
• Inglewood Transit Connector Project
Rail Transit Safety Branch Structure
RTSB is responsible for conducting the CPUC’s rail transit safety oversight program activities. RTSB
has 33 authorized staff positions to provide effective safety oversight of the rail transit and other fixed
guideway systems under the CPUC’s jurisdiction. RTSB has two Sections: Rail Transit Safety Section
(engineers and analysts) and Rail Transit Operations Safety Section (field inspectors). Each Section has
Supervisors and Senior Engineers or Senior Inspectors to guide their respective teams in Northern and
Southern California as shown in Figure 1.
FTA requires SSOAs to develop qualified staff to conduct the rail transit safety oversight activities and
provide them a minimum level of initial and refresher training pursuant to 49 CFR Part 672 (FTA’s
Public Transportation Safety Certification Training Program rules). RTSB staff are highly qualified, and
RTSB developed and submitted to the FTA a Technical Training Plan (TTP) as part of the FTA
certification process. RTSB annually reviews, updates as necessary, and provides to the FTA the latest
version of its TTP.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 7
( 33)
Program Manager
( 20)
Rail Transit Safety Section – En gineering
Program & Project Supervisor
( 5)
Senior Utilities
Engineer, (Specialist)
( 5)
Senior Inspector
Operating Practices Inspector
Track Inspector
Equipment
Inspector
Signal and Train Control Inspector
( 8)
San Francisco
Senior Utilities
Engineer, (Supvr)
Utilities Engineer
Assoc Govt Program
Analyst
Sacramento
Utilities Engineer
( 6)
Los Angeles
Senior Utilities
Engineer, (Supvr)
Utilities Engineer
Publi c Utili ties
Regulatory Analyst IV
Rail Transit Safety Branch
( 6)
Rail Transit Operations Safety
Section (North)
Supervisor Operations and Safety
Section
San Diego
Utilities Engineer
( 5)
Senior Inspector
Operating Practices Inspector
Track Inspector
Equipment
Inspector
Signal and Train Control Inspector
( 6)
Rail Transit Operations Safety
Section (South)
Supervisor Operations and Safety
Section
Figure 1: RTSB Organizational Chart
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 8
RTSB Program Standard
49 CFR Part 674.27 requires SSOAs to adopt and distribute a written program standard (procedures
manual) and at least once a year submit it to the FTA with an indication of any revisions made.
Accordingly, RTSB’s Program Standard identifies staff positions responsible for, and describes the
practices to be followed in, conducting its SSOA program; sets forth the processes and procedures
RTSB uses in implementing the various aspects of the safety oversight program; and is posted on the
CPUC’s web site at www.cpuc.ca.gov/rtsb .
RTSB’s Program Standard includes, but is not limited to:
• System safety and security program management and oversight of the design, construction,
safety certification, internal safety and security audits, operation and maintenance of rail fixed
guideway transportation systems.
• Review and approval of RTA’s Public Transportation Agency Safety Plan (previously System
Safety Program Plan), System Security Plan, Safety Certification Plans (SCPs), accident
investigation procedures, accident investigation reports, annual internal safety and security audit
reports, hazard management program, and corrective action plans and schedules.
• Reporting and investigating events (including accidents) and hazards.
• Performing triennial audits.
• Inspections.
• Hazard management.
• Handling formal and informal complaints; and
• Procedure for Enforcement Actions.
FTA Audit of CPUC’s State Safety Oversight Program for RFGPTS
49 CFR Part 674.11 requires the FTA to audit each state’s compliance of their SSO program at least
triennially. An FTA audit team conducted the on-site portion of CPUC’s triennial audit from July 11–
19, 2022. The FTA audit team requested significant documentation and records in advance, and
additional supporting documentation, as necessary, during the on-site portion. In addition to
interviewing CPUC staff and reviewing CPUC records, the FTA audit team also interviewed RTA
personnel on-site. The FTA report was not received until January 2023 and CPUC is finalizing its
written reply to FTA.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 9
COVID-19 PANDEMIC IMPACTS
Triennial Audits
Generally, to carry out the processes and procedures pertaining to the comprehensive triennial audits,
CPUC staff make on-site visits to RTA facilities. CPUC staff review documents; conduct interviews
with RTA supervisors, employees, and contractors; inspect infrastructure and rail vehicles (such as,
passenger cars and maintenance vehicles); monitor operations, evaluate maintenance practices; and
engage in other activities that are routine elements of triennial audits. CPUC typically performs
comprehensive triennial audits of three or four RTAs per year, each of which requires many CPUC
staff to devote two or more weeks, involving overnight travel and significant interaction with CPUC
coworkers, RTA personnel, and others.
In CY 2022, CPUC staff conducted triennial audits for Santa Clara Valley Transportation Authority
from April 18 to 29 and North [San Diego] County Transportation District from June 6 to 17.
Resolution ST-241
The Commission issued Resolution ST-241 (10/18/2020), which delegated to its Director of Rail
Safety Division temporary ministerial authority to extend timeframes for triennial audits of California
RTAs, and timeframes for retraining and recertification of certain RTA employees, pursuant to
conditions and restrictions outlined in the Resolution. In 2022, triennial audits were scheduled to be
performed at Santa Clara Valley Transportation Authority, San Francisco Municipal Transportation
Agency, and North [San Diego] County Transit District’s Sprinter system. Under ST-241, CPUC staff
rescheduled and conducted the two triennial audits in CY 2022 noted above.
RESPONDING TO “FLEX ALERTS”
Meeting with the Governor’s Office
Due to an extended extreme heat event in California during the summer of 2022, on September 1,
RTSB management participated in a meeting with the Governor’s Office, the California Transit
Association, and CPUC executive leadership to discuss how RTAs can help reduce demands on the
electric system whenever the California Independent System Operator issues a Statewide Flex Alert,
calling on everyone in California to voluntarily conserve electricity.
A Flex Alert is typically issued in the summer when extremely hot weather drives up electricity use in
the evening hours when temperatures remain high, and consumers arrive home, and surge electricity
use in the afternoon peak hours by switching on air conditioners, lights and appliances. During the
September heat wave, on September 6, 2022, California saw its daily power consumption surpass the
most ever recorded in a single day (52,061 Megawatts) yet did not experience any unplanned outages.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 10
California system operator attributes that to citizens responding to the Flex Alert issued by the
Governor’s office and significantly cutting use during expected peaks on those days.
Asking RTAs to Help when Flex Alerts are Issued
Following the September meeting with the Governor’s Office, RTSB sent an email to all California
RTAs asking them to report operational and safety impacts on their systems resulting from heat events.
Specifically, RTSB asked the RTAs to report on the following impacts:
• Loss of system traction power,
• Loss of power at station(s),
• Other Equipment Failure resulting in system curtailment or cessation of service,
• Track/guideway displacement resulting in a derailment,
• Track/guideway displacement resulting in operation delays, and
• Other system impacts resulting from the high heat.
RTSB also informed the California RTAs about CPUC’s “Emergency Load Reduction Program,”
which is designed to avoid rotating power outages during peak electricity usage periods, and about
California Energy Commission’s “Demand Side Grid Support” program, which offers incentives to
electric customers that provide load reduction and backup generation to support the state’s electrical
grid during extreme heat events.
DATABASE SYSTEM UPDATES
Rail Safety and Security Information Management System (RSSIMS)
The three branches of the CPUC’s Rail Safety Division (RSD), including RTSB, use the centralized,
official database called Rail Safety and Security Information Management System (RSSIMS). RSD is
currently undertaking a project to replace the existing outdated version of RSSIMS, which will ensure
the database meets current state requirements and provides enhanced features. The build phase began
in September 2022 and will continue into 2023. RTSB senior staff have been participating in this
project as subject matter experts, to ensure the new system conforms with RTSB’s safety review
processes established in the RTSB Program Standard.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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SUMMARY OF OVERSIGHT ACTIVITIES OF ALL RAIL TRANSIT AGENCIES
IN CALENDAR YEAR 2022
Summary of CPUC Safety Oversight Activities
In typical years CPUC’s SSOA activities fall into the following major categories:
• Conduct comprehensive triennial audits of RTAs (two were conducted in 2022);
• Perform ongoing inspections of RTA facilities, operations, and construction projects to assess
compliance with federal and state regulations, including GOs.
• Monitor RTA operational and safety activities.
• Evaluate new Safety Certification Plans covering new major projects.
• Evaluate and recommend certain RTA safety plans for Commission approval.
• Make recommendations to CPUC leadership to develop new, or modify existing, GOs related
to RTA safety.
• Facilitate communication between the FTA and RTAs by notifying RTAs of all FTA Safety
Directives and Safety Advisories.
• Collect data requested by the FTA from RTAs.
• Assess RTA compliance with industry standards and with the RTAs’ own operating procedures.
• Review and approve accident investigation reports prepared by RTAs.
• Participate in the RTA accident or other investigations if RTSB management determines it is
necessary or appropriate.
• Participate in National Transportation Safety Board (NTSB) investigations when they occur at
jurisdictional RTAs in California; and
• Conduct its own investigations of certain accidents if RSD management deems necessary.
As shown in Table 1 below, during CY 2022 CPUC staff (including RTSB, as well as CPUC staff
from the Rail Crossings and Engineering Branch of RSD, the Legal Division, and the
Administrative Law Judges Division) spent 62,868.4 (61,188.40 for FTA funded RTAs plus
1,680.00 for non-FTA funded RTAs) hours in carrying out its safety and security oversight
activities.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 12
Total Hours
2021
2022
Program Activity
Non-FTA
Funded
FTA Funded
Non-FTA
Funded
FTA Funded
Developing Policy/Standards,
Supporting Management, Special
Projects
0.0
7,802.8
0.0
8,279.0
Other Transit Safety
Oversight/Investigations
483.5
8,531.9
736.8
8,449.50
Inspections
307.0
8,760.5
622.0
10,889.0
Accident Investigations
0.0
6,059.3
2
6,090.5
Managing/Supervising
52.5
9,206.3
0
9,298.0
Certifying Capital Projects
361.0
5,884.7
186.3
6,248.5
Triennial Audits
266.0
4,234.0
133.0
3,673.3
Miscellaneous *
10.0
2,754.3
0
3,076.1
Rail Transit Crossings
0.0
2,447.0
0.0
2,726.50
Training (receiving and giving)
0.0
3,246.0
0.0
2,208.1
Administrative Law Judges
Division/Legal Division
0.0
20.0
0.0
250
Total
1,480.0
58,946.8
1,680.0
61,188.4
Total Staff Work Hours
60,426.8
62,868.4
*Miscellaneous includes – Administrative Submittals, Responses to Public Records Act Requests, Responses to
FTA inquiries, Responses to general inquiries, and Staff Meetings.
Table 1: Summary of SSOA Program Staff Activities for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 13
Rail Transit Inspections
Currently, California is one of only a few states to have inspectors for its rail transit oversight program
(in addition to inspectors in CPUC’s Railroad Operations and Safety Branch for freight and commuter
rail systems) with broad experience in specific rail transit disciplines that are core to the industry, who
are primarily out in the field conducting facility, equipment, and operations inspections. The CPUC
has developed a rigorous inspection program to determine whether the plans, procedures, processes,
and training outlined in the various Standard Operating Procedures, safety plans, and other RTA
documents are carried out by RTA employees in the field as they operate and maintain their system.
This has become one of the most valuable components of the CPUC’s SSOA program. Since its
inception, RTSB inspectors have found RTA employees/contractors in the field straying from the
established written procedures, potentially leading to failures and sometimes accidents.
On November 15, 2021, President Biden signed the Bipartisan Infrastructure Law (BIL), enacted as the
Infrastructure Investment and Jobs Act, which continues the public transportation safety program.
The BIL added provisions directing the FTA to issue a Special Directive to each SSOA on the
development and implementation of risk-based inspection programs. Since California has an existing
inspection program, it needs to make minor adjustments to its existing program to comply with the
new federal requirements.
RTSB inspectors performed 633 inspections in CY 2022. RTSB’s inspection program is divided into
the Northern California inspection team and Southern California inspection team. Each team has a
supervisor, a senior inspector, and one inspector in each of the four rail transit disciplines (areas of
expertise): (1) track, (2) signal and train control, (3) equipment/mechanical (rail vehicles), and (4)
operating practices.
RTSB inspectors conduct both announced and unannounced inspections. Any findings of the
inspections are discussed with RTA personnel before RTSB inspectors depart from the inspection site.
Often, RTSB inspectors conduct joint inspections in shared rail corridors with inspectors from the
CPUC’s Railroad Operations and Safety Branch and/or the Federal Railroad Administration. After
each inspection, RTSB senior inspector sends an inspection report to the RTA. If the inspection
identifies safety concerns that require corrective action, the RTA must respond within 30 days with
either completed corrective actions, or a corrective action plan (CAP) with a timeline for its
implementation and the RTA personnel responsible for its completion. RTSB inspectors monitor
responses and field-verify the corrective actions. The inspection report file is considered closed when
RTSB sends a follow-up report to the RTA accepting the corrective action or CAP(s). RTSB inspectors
track CAP(s) to closure.
Table 2 below summarizes the inspection activities conducted by RTSB inspectors. Inspection activities
increased from the previous year by 73% for FTA funded RTAs, and 91% for non-FTA funded RTAs,
for a grand total of 75% for all RTAs. The FTA funded RTAs are larger operations (larger systems,
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 14
operating more trains, at longer distances, and transporting more passengers) than the non-FTA funded
RTAs, as a result CPUC focuses majority of its activities on the FTA funded RTAs.
Agency
Total Inspections
January 1, 2021 to
December 31, 2021
Total Inspections
January 1, 2022 to
December 31, 2022
FTA
FUNDED
Sacramento Regional Transit District
49
99
Bay Area Rapid Transit (BART)
63
84
San Francisco Municipal Transportation Agency
50
65
Santa Clara Valley Transportation Authority
35
90
Los Angeles Metropolitan Transportation
Authority
69
138
North [San Diego] County Transit District
(Sprinter)
18
34
San Diego Trolley, Inc.
43
54
OCTA
1
4
FTA Funded Sub Total
328
568
NON-FTA
FUNDED
Angels Flight Railway Company 7 18
Sacramento International Airport APM 7 10
Getty Center Museum APM 2 10
San Francisco International Airport (AirTrain)
APM
3 4
Americana at Brand/The Grove Trolley
15
23
Non-FTA Funded Sub Total
34
65
Grand Total
362
633
Table 2: Total RTSB Inspections by Agency for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 15
Accident Investigations
As prescribed in the RTSB’s Program Standard, causal factors are identified through accident
investigations and documented in the Commission’s Rail Safety and Security Information Management
System (RSSIMS) database.
RTAs are required to
report accidents
2
and
incidents
3
to CPUC.
GO 164-E requires
RTAs to investigate,
and CPUC staff to
review and approve
the RTA’s accident
investigation reports.
In some cases, CPUC
staff conducts a
separate investigation
of certain accidents.
CPUC staff tracks
accident investigation
closeouts by RTAs
and any CAP(s)
associated with the
accidents. In some cases,
the CPUC staff may
conduct additional on-site accident follow up investigations to obtain more detailed information.
Workload associated with this element is highly variable due to the number and complexity of the
investigations, as well as other factors. In CY 2022 RTAs reported 367 accidents.
2
Commission GO 164-E, 2.1: Accident means an event that involves any of the following: a loss of life; a report of a serious
injury to a person; a collision involving a rail transit vehicle; a runaway train; an evacuation for life safety reasons; or any
derailment of a rail transit vehicle, at any location, at any time, whatever the cause.
3
Commission GO 164-E, 2.13: Incident means an event that involves any of the following: a personal injury that is not a
serious injury; one or more injuries requiring medical transport; or damage to facilities, equipment, rolling stock or
infrastructure that disrupts the operations of a rail transit agency.
LACMTA GRADE CROSSING ACCIDENT
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 16
Accident Types
LACMTA
MUNI
NCTD
SRTD
SDTI
BART
BRAND
VTA
Total
Percent
of Total
Train vs Vehicle
32
90
0
14
13
0
0
15
164
44.7%
Other/ Train vs
Train/ Yard
Collision
27 16 7 15 1 14 0 19 99 27%
Train vs Person
/Train vs Bicycle
/Other
Conveyance
(with rider)
10 6 3 4 5 11 0 10 49 13.4%
Mainline
Derailment/Yard
Derailment
2 7 0 3 1 14 1 1 29 7.9%
Evacuation/
Fire/Smoke
5 1 0 0 0 17 0 3 26 7.1%
Grand Total
76
120
10
36
20
56
1
48
367
100%
Table 3: Types of Accidents Reported by All Rail Transit Agencies in Calendar Year 2022
Figure 2: Types of Accidents Reported by All Rail Transit Agencies in Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage, evacuations, or a collision with an object such as signs/poles, crossing gates, ADA ramps,
signal cabinet door, etc.
44.7%
27.0%
13.4%
7.9%
7.1%
Train vs Vehicle (44.7%)
Other/ Train vs Train/ Yard Collision
(27%)
Train vs Person/Train vs Bicycle/Other
Conveyance (with rider) (13.4%)
Mainline Derailment/Yard Derailment
(7.9%)
Evacuation/ Fire/Smoke (7.1%)
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 17
Accident Primary Causal Factors
2021
2022
Difference between
2021 and 2022
Primary Causal Factors
Total
Accidents
Percentage
of Accidents
Total
Accidents
Percentage
of Accidents
Action of Motorist,
Non-transit auto driver
at fault
92 34.85%
86 23.43 % -6.52 %
Operating Rule
Violation/ Human
Factor, Employee error
or organizational issue
38 14.39%
47 12.81 % 23.68 %
Imprudent Customer
Actions, Inappropriate
patron or passenger
behavior on vehicles or
in stations
20 7.58%
33 8.99 % 65 %
Other, Acts of Nature/
Unknown
12 4.55%
18 4.9 % 50 %
Trespasser, Trespasser
action
2 0.76%
16 4.36 % 700 %
Suicide, Suicides and
suicide attempts
14 5.30%
14 3.81 % 0 %
Pedestrian Actions,
Pedestrian at fault
9 3.41%
12 3.27 % 33.33 %
Equipment Failure,
System component
failure
6 2.27%
9 2.45 % 50 %
Poor Maintenance,
System not properly
maintained
3 1.14%
5 1.36 % 66.67 %
Medically Related,
Illness, heart-attacks
0 0.00%
1 0.27 % 0
Slips and Falls, Slips
and falls in station or
vehicle
1 0.38%
0 0 % -100 %
Table 4: Primary Causal Factors Identified through Accident Investigation for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 18
2021
2022
Difference between
2021 and 2022
Primary Causal Factors
Total
Accidents
Percentage
of Accidents
Total
Accidents
Percentage
of Accidents
Under Investigation
66
25%
126
34.33 %
90.91 %
Grand Total
264
100.00%
367
100
39.02 %
Table 4: Primary Causal Factors Identified through Accident Investigation for Calendar Years 2021 and 2022
Figure 3: Primary Causal Factors Identified through Accident Investigation in Calendar Year 2022
Under Investigation
(34.3%)
Action of Motorist, Non-
transit auto driver at
fault (23.4%)
Operating Rule
Violation/ Human
Factor, Employee error
or organizational issue
(12.8%)
Imprudent Customer
Actions, Inappropriate
patron or passenger
behavior on vehicles or
in stations (9%)
Other, Acts of Nature/
Unknown (4.9%)
Trespasser, Trespasser
action (4.4%)
Suicide, Suicides and
suicide attempts (3.8%)
Pedestrian Actions,
Pedestrian at fault
(3.3%)
Equipment Failure,
System component
failure (2.5%)
Poor Maintenance,
System not properly
maintained (1.4%)
Medically Related,
Illness, heart-attacks
(0.3%)
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 19
National Transportation Safety Board (NTSB) Accident Investigations of California RTAs
The NTSB is an independent federal agency charged by Congress with investigating every civil aviation
accident in the United States and any significant accidents in other modes of transportation – rail,
highway, marine and pipeline. The NTSB determines the probable cause of accidents and issues safety
recommendations aimed at preventing future accidents.
When a rail transit accident occurs, the NTSB may initiate an accident investigation depending upon the
severity of the accident. In such a case, the NTSB is responsible for leading the investigation, including
the determination of facts, conditions, and circumstances, the cause or probable causes, and
recommendations to reduce the likelihood of recurrence. CPUC staff will work with the NTSB and
participate along with the involved RTAs to complete any accident investigation the NTSB chooses to
investigate. The NTSB will typically address any accident findings through recommendations to the
involved parties that they believe would have prevented or mitigated the accident.
NTSB Report RIR-22-07, Safety Recommendation R-22-3
On August 22, 2019, a Sacramento Regional Transit District (SRTD) train carrying passengers collided
with another SRTD train on the same track, with no passengers onboard, testing a mechanical problem.
The NTSB launched an investigation and published their accident investigation report on April 14,
2022. Subsequently on May 19, 2022, the NTSB issued a letter to the CPUC urging the Commission to
respond within 90 days, detailing the actions the CPUC has taken or intends to take to implement the
recommendations in the report. On August 16, 2022, the CPUC submitted the response letter
describing actions the CPUC had already taken actions addressing NTSB’s recommendations. NTSB
has not replied to the CPUC response letter.
NTSB Accident Number RRD21FR015
On September 13, 2021, a Bay Area Rapid Transit District train berthed at the Powell Street Station
platform where a train door closed on a dog leash with the dog inside the train and patron outside the
train. The leash was tied to the patron’s backpack, who was subsequently dragged along the platform as
the train departed the station resulting in a fatality. The NTSB chose to investigate this accident. The
CPUC, BART, FTA, the Amalgamated Transit Union (the union representing BART employees), and
BART Police participated in the investigation. NTSB has not yet issued its report. CPUC staff are also
working on the accident investigation and potential mitigations so that BART can complete a report
acceptable to CPUC.
Corrective Action Plans
As described previously, CAP(s) are developed by RTAs and tracked by CPUC staff. CPUC and FTA
rules require RTAs to develop CAP(s) for addressing the findings of investigations of events; hazard
management program; triennial audits conducted by CPUC; internal safety/security reviews conducted
by the RTAs; and other purposes. CAP(s) describe the proposed corrective actions and the responsible
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 20
RTA personnel who will implement and track the CAP to closure. CPUC staff review the proposed
CAP(s) to determine their adequacy in addressing the issue, and either approve or require modifications
to the CAP. CPUC staff hold routine meetings with RTA personnel to assess CAP status and update
CPUC records. In CY 2022, CPUC staff reviewed 662 CAP(s), as shown in Table 5 below.
CAPs Generated in CY 2021
CAPs Generated in CY 2022
FTA Category
CAP Status
CAP Status
Number
Open
Closed
Number
Open
Closed
Bay Area Rapid Transit
Accident Investigation
6
0
6
24
14
10
Hazard Management
0
0
0
0
0
0
Inspection
44
9
35
117
72
45
Internal Safety Audit
Program
0
0
0
9
0
9
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
50
9
41
150
86
64
San Francisco Municipal Transportation Agency
Accident Investigation
33
15
18
85
18
67
Hazard Management
0
0
0
0
0
0
Inspection
33
10
23
45
17
28
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
66
25
41
130
35
95
Santa Clara Valley Transportation Authority
Accident Investigation
4
1
3
10
1
9
Hazard Management
0
0
0
1
0
1
Inspection
20
3
17
85
45
40
Internal Safety Audit
Program
8
2
6
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
32
6
26
96
46
50
Table 5: Status of Corrective Action Plans by FTA Source Category for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 21
CAPs Generated in CY 2021
CAPs Generated in CY 2022
FTA Category
CAP Status
CAP Status
Number
Open
Closed
Number
Open
Closed
Los Angeles County Metropolitan Transportation Authority
Accident Investigation
14
2
12
6
1
5
Hazard Management
0
0
0
0
0
0
Inspection
56
3
53
69
8
61
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
1
0
1
Sub Total
70
5
65
76
9
67
North [San Diego] County Transit District
Accident Investigation
0
0
0
6
0
6
Hazard Management
0
0
0
0
0
0
Inspection
4
0
4
10
1
9
Internal Safety Audit
Program
16
0
16
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
20
0
20
16
1
15
San Diego Trolley, Inc
Accident Investigation
4
0
4
1
0
1
Hazard Management
0
0
0
0
0
0
Inspection
35
3
32
27
1
26
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
39
3
36
28
1
27
Table 5: Status of Corrective Action Plans by FTA Source Category for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 22
CAPs Generated in CY 2021
CAPs Generated in CY 2022
FTA Category
CAP Status
CAP Status
Number
Open
Closed
Number
Open
Closed
Sacramento Regional Transit District
Accident Investigation
7
0
7
1
0
1
Hazard Management
0
0
0
0
0
0
Inspection
41
19
22
116
61
55
Internal Safety Audit
Program
5
2
3
1
1
0
Triennial Audit
0
0
0
0
0
0
Other
Sub Total
53
19
29
118
62
56
San Francisco International Airport Automatic People Mover (AirTrain)
Accident Investigation
1
0
1
0
0
0
Hazard Management
0
0
0
0
0
0
Inspection
0
0
0
4
1
3
Internal Safety Audit
Program
4
4
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
5
4
1
4
1
3
Getty Center Museum Automated People Mover
Accident Investigation
0
0
0
0
0
0
Hazard Management
0
0
0
0
0
0
Inspection
3
0
3
3
0
3
Internal Safety Audit
Program
0
0
0
3
0
3
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
2
0
2
Sub Total
3
0
3
8
0
8
Table 5: Status of Corrective Action Plans by FTA Source Category for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 23
CAPs Generated in CY 2021
CAPs Generated in CY 2022
FTA Category
CAP Status
CAP Status
Number
Open
Closed
Number
Open
Closed
Sacramento County Department of Airports
Accident Investigation
0
0
0
0
0
0
Hazard Management
0
0
0
0
0
0
Inspection
2
0
2
6
4
2
Internal Safety Audit
Program
3
0
3
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
4
1
3
Sub Total
5
0
5
10
5
5
Angels Flight Railway Company
Accident Investigation
0
0
0
0
0
0
Hazard Management
0
0
0
0
0
0
Inspection
4
0
4
8
2
6
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
4
0
4
8
2
6
Americana At Brand Trolley
Accident Investigation
0
0
0
7
0
7
Hazard Management
0
0
0
0
0
0
Inspection
4
2
2
7
0
7
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
4
2
2
14
0
14
Table 5: Status of Corrective Action Plans by FTA Source Category for Calendar Years 2021 and 2022
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 24
CAPs Generated in CY 2021
CAPs Generated in CY 2022
FTA Category
CAP Status
CAP Status
Number
Open
Closed
Number
Open
Closed
Grove Trolley
Accident Investigation
1
0
1
0
0
0
Hazard Management
0
0
0
0
0
0
Inspection
1
0
1
4
0
4
Internal Safety Audit
Program
0
0
0
0
0
0
Triennial Audit
0
0
0
0
0
0
Other
0
0
0
0
0
0
Sub Total
2
0
2
4
0
4
Grand Total
353
75
278
662
248
414
Table 5: Status of Corrective Action Plans by FTA Source Category for Calendar Years 2021 and 2022
Changes to the RTA Public Transportation Agency Safety Plans
On July 29, 2018, FTA issued 49 CFR Part 673, which requires RTAs under FTA jurisdiction to
develop Public Transportation Agency Safety Plans (PTASPs), based on the principles of Safety
Management Systems and comply with the following minimum requirements:
• An approval by the RTA board of directors, or an equivalent entity, and a signature from the
RTA’s Accountable Executive
• Documented processes and procedures for a Safety Management System, which would include
a Safety Management Policy, a process for Safety Risk Management, a process for Safety
Assurance and Safety Promotion
• Performance targets based on the safety performance measures set out in the National Public
Transportation Safety Plan
• Compliance with the National Public Transportation Safety Plan and FTA’s Public
Transportation Safety Program
• A process and timeline for conducting an annual review and update of the plan.
• Emergency preparedness and response plan or procedures that addresses, at a minimum, the
assignment of employee responsibilities during an emergency, and coordination with federal,
state, regional, and local officials with roles and responsibilities for emergency preparedness and
response in the RTA’s service area.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 25
On February 17, 2022, FTA issued a “Dear Colleague Letter” informing the transit industry about the
Bipartisan Infrastructure Law changes to the PTASP requirements at 49 U.S.C. § 5329(d) and
establishes compliance deadlines for implementing these new provisions.
By July 31, 2022, a transit agency that receives federal funding under 49 U.S.C. § 5307 must establish a
Safety Committee compliant with 49 U.S.C. § 5329(d)(5). By December 31, 2022, the Safety Committee
must comply with the statutory requirement that it must approve an update to the agency’s PTASP,
incorporating applicable PTASP requirements in 49 U.S.C. § 5329(d).
CPUC staff has been working with and reviewing the RTA’s PTASP to ensure compliance with the
new Bipartisan Infrastructure Law.
ENFORCEMENT ACTIONS
The CPUC has two primary methods of taking enforcement actions. One is to open a formal
proceeding before the Commission referred to as an Order Instituting Investigation (OII) and the
second process allows CPUC staff to issue a citation.
If the Commission issues an OII, a formal proceeding is initiated where an Administrative Law Judge is
assigned to preside over hearings and may prepare a draft Decision for Commission consideration.
The Commission issued Resolution ST-163 (12/22/2014), which approved a citation program under
the administration of the CPUC’s Director of the Safety and Enforcement Division (SED) for
enforcing compliance with certain GOs, Codes of Federal Regulations (CFRs), and other requirements
for RTAs operating in California. RTSB and two other CPUC branches involved in rail safety were
formerly part of SED. In 2019 CPUC formed RSD by separating the 3 rail safety branches from SED.
Therefore, the authority delegated to the SED Director in Resolution ST-163, now is delegated to the
RSD Director.
RSD has delegated authority to draft and issue citations for specific violations and levy penalties in
specified amounts as set forth in the Resolution. RSD works with CPUC’s Legal Division to generate
and issue citations. The Rail Transit Citation Program includes an appeal process.
No new OII formal proceedings and no citations under Resolution ST-163 were initiated by RTSB
during calendar year 2022.
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 26
SUMMARY OF ACTIVITIES FOR ALL FTA REGULATED RAIL TRANSIT
AGENCIES IN CALENDAR YEAR 2022
BAY AREA RAPID TRANSIT DISTRICT
BART is a rapid transit public transportation system serving the San Francisco Bay Area, that began
revenue operations on September 11, 1972. BART is operated by the Bay Area Rapid Transit District,
formed in 1957. The initial system opened in stages from 1972 to 1974. The heavy rapid
rail, electrically powered, elevated and subway system connects San Francisco and Oakland with urban
and suburban areas
in Alameda, Contra
Costa, San Mateo and
Santa Clara counties.
The BART Board is
comprised of nine
elected officials from
the 9 BART Districts
who serve 4-year
terms.
BART serves 50
stations along seven
routes on 131 miles
of rapid transit lines,
including a 10-mile
spur line in
eastern Contra Costa County which utilizes diesel powered trains and a 3.2-mile automated guideway
transit line to the Oakland International Airport.
BART Rail System Description
The current BART system operates on the following seven lines:
• Berryessa/North San José - Daly City Line
• Dublin/Pleasanton—Daly City Line
• Richmond—San Francisco Airport Line
• Pittsburg/Bay Point— San Francisco Airport Line
• Richmond—Berryessa/ North San José Line
• Pittsburg/Bay Point – Antioch Line (East Contra Costa County BART extension)
• Coliseum – Oakland International Airport Line (Oakland Airport Connector)
California Public Utilities Commission – Rail Safety Division
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The initial segment was 28 miles of track in Alameda County, servicing Oakland to Fremont. The
second segment opened on January 29, 1973, with 12 miles of track extending to Richmond. A 17-mile
segment opened on May 21, 1973, offering service from Oakland to Concord. On November 5, 1973, a
new, temporarily disconnected 7.5-mile segment opened between Montgomery Street in Downtown
San Francisco and Daly City. The Transbay Tube opened on September 16, 1974, fully connecting the
71.5 miles of track of the original BART system. Embarcadero Station opened on May 27, 1976,
bringing the total station count to 34.
An extension to the Concord line, continuing to the North Concord/Martinez Station, opened on
December 16, 1995, adding 2.25 miles of track to the BART system. The Colma Station opened for
revenue service on February 24, 1996, adding 1.6 miles of track south of the Daly City Yard. The
Pittsburg/Bay Point Station opened on December 7, 1996, completing the 7.8-mile extension from
Concord station which
included the North
Concord/Martinez
Station. The
Dublin/Pleasanton
extension opened on
May 10, 1997, adding
14 miles of track and
two stations to the
system. The San
Francisco Airport
extension opened on
June 22, 2003, adding
four stations and 8.7
miles of track. The
Warm Springs/South
Fremont extension
opened on March 25,
2017, adding one
station and 5.4 miles of
track. Finally,
Berryessa/North San
José extension began
service on June 13,
2020.
BART SYSTEM MAP
California Public Utilities Commission – Rail Safety Division
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East Contra Costa BART Extension (e-BART)
The East Contra Costa BART Extension Project opened in 2018 and provides passenger service along
10 miles of the California State Route 4 corridor connecting east of the Pittsburg/Bay Point Station.
The extension uses Diesel Multiple Unit (DMU) vehicles instead of BART’s standard electrically driven
trains and includes two new stations and a transfer platform to provide timed transfers between DMU
vehicles and traditional BART trains. The SCP for this extension was approved by the Commission in
Resolution ST-139 (3/23/2012).
BART’s Oakland Airport Connector
The Oakland Airport Connector (OAC) is an APM system designed to integrate with BART at the
Coliseum Station, to convey passengers to and from the Oakland International Airport. OAC began
revenue operation on November 22, 2014. The system was designed and constructed by Flatiron
Construction and Parson Transportation along with Doppelmayer Cable Car (DCC) that designed,
manufactured, and supplied the APM system and guideway. DCC now operates and maintains the
system as part of a 20-year BART operations and maintenance contract. The pinched-loop cable-
driven system is 3.2 miles in length, including two passenger stations and a vehicle maintenance facility
which houses the traction motors. CPUC staff monitored the engineering design and construction
phases of this project through the safety certification process approved by the Commission in
Resolution ST- 64 (10/2/2003). BART established the OAC as a separate system because of its
significant difference from traditional BART service.
The OAC system
has not
experienced any
accidents or
significant
operational
concerns since it
began
operations. The
OAC underwent
its first triennial
review in
October 2016,
and its second in
October of 2019.
California Public Utilities Commission – Rail Safety Division
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BART Accident Summary
Accident Type
BART
Evacuation/ Fire/Smoke (30.4%)
17
Mainline Derailment/Yard Derailment (25%)
14
Other/ Train vs Train/ Yard Collision (25%)
14
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (19.6%)
11
Grand Total
56
Table 6: BART Accidents Primary Causal Factors - Calendar Year 2022
Figure 4: BART Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
In CY 2022, BART had an average ridership of 130,283 weekday passengers and 41.4 million annual
passengers compared to 408,000 weekday passengers and 117.4 million annual passengers in expected
ridership pre-COVID. There has been a steady increase of monthly ridership from 24% of pre-
COVID expected ridership in January 2022, to 35% of pre-COVID expected ridership in December
2022, with a high monthly average of 41% in September. As of December 2022, BART had an annual
average of approximately 29% ridership and 50% weekend ridership compared to pre-COVID levels.
30.4%
25.0%
25.0%
19.6%
BART
Evacuation/ Fire/Smoke (30.4%)
Mainline Derailment/Yard
Derailment (25%)
Other/ Train vs Train/ Yard Collision
(25%)
Train vs Person/Train vs
Bicycle/Other Conveyance (with
rider) (19.6%)
California Public Utilities Commission – Rail Safety Division
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Bipartisan Infrastructure Legislation
As of December 2022, BART has formed the Safety Management System (SMS) Joint Union
Management Safety Committee, meeting the requirement of the Bipartisan Infrastructure Law on the
Public Transportation Agency Safety Plan per 49 U.S.C. § 5329(d). This committee will identify risk‐
based corrective measures needed to eliminate or control recognized safety and health hazards to
transit operations and workforce, annually review and approve BART’s Public Transportation Agency
Safety Plan, and other work that the committee might decide.
System Expansions and Capital Projects
Silicon Valley Berryessa Extension/Silicon Valley Rapid Transit Project
The Santa Clara Valley Transit
Authority (VTA) and BART are
constructing a 16.3-mile extension
that will extend the BART system
into Santa Clara County and to
the City of San Jose. The
extension was planned and
developed jointly by BART and
VTA. VTA and its contractors are
constructing the extension in
accordance with BART Standards
and BART will operate the rail
system when completed. The
planned revenue service date is June 1, 2030. The line will extend from the planned Warm Springs
Station to Milpitas alongside Union Pacific Railroad Company tracks, continuing to 28
th
Street and
Santa Clara Street in San Jose, then proceeding underground through downtown San Jose to the
Diridon Caltrain Station and finally terminating at the Santa Clara Station. This project has been
divided into 2 phases:
• Silicon Valley Berryessa Extension (SVBX) – 10 miles in length which is currently in operation
and was approved for rail service on June 13, 2020. This segment is currently operating.
• Santa Clara Valley Extension - 6.3 miles in length which is environmentally cleared and under
final design, slated for completion by June 2030.
The CPUC approved BART’s Safety Certification Plan (SCP) with Resolution ST-83 (2/15/2007), and
CPUC staff have been monitoring and inspecting the engineering, design, and construction phases of
this project through the safety certification process.
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New Vehicle Procurement Project – Fleet of the Future
BART’s new vehicle
procurement project
currently underway will
replace the existing fleet of
669 legacy cars with 775
Fleet of the Future (FOTF)
new cars. BART has since
purchased an additional 225
cars for the FOTF project.
The new cars have been
continuously being rolled out
since 2018. CPUC staff have
been reviewing test records
prior to approval for each car during the procurement project through the safety certification process.
As of January 2023, CPUC staff have approved 448 new cars after final acceptance testing by BART
and the new cars are operating in revenue service. Due to the project being behind schedule, the final
assembly and test facility is being moved to Pittsburg, California from Plattsburg, New York. BART
and the vendor believe moving the final assembly and test facility location will have a positive effect on
the production schedule by eliminating two weeks of travel per car and will give BART a more hands-
on approach with the vehicle production. BART is safety certifying the cars in accordance with the
SCP, approved by the Commission in Resolution ST-150 (3/22/2013).
BART Communications Based Train Control Upgrade
BART is upgrading its entire
mainline with a
Communications-Based Train
Control (CBTC) system. The
CBTC technology utilizes a
two-way digital radio frequency
communication between
intelligent trains, and a network
of distributed track-side zone
controllers. The primary
characteristics of a CBTC
system include high resolution train location determination by car borne equipment and independent of
track circuits. The new CBTC system will provide shorter headways (amount of time between train
arrivals at a station), lower maintenance costs, greater operational flexibility, enhanced safety (due to
reduced maintenance and more precise tracking of trains and maintenance vehicles), smoother and
California Public Utilities Commission – Rail Safety Division
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more predictable operation, and improved reliability and availability. BART awarded the contract to
Hitachi to design and build the project, with Notice to Proceed executed in November 2020. The SCP
was approved by the Commission in Resolution ST-206 (10/30/2017). The Project is entering final
design phase for deploying CBTC Automatic Train Supervision (ATS) over the entire network, which
is the initial stage of the many phases project.
BART Transbay Tube Seismic Retrofit Project
This project is a part of the
Earthquake Safety Program
approved by the Commission in
Resolution ST-81 (10/27/2005).
The program is to retrofit the 1976
Transbay Tube. In 2005, the
project began to retrofit elements
including aerial structures,
underground structures, and
stations that may be vulnerable to
a major earthquake. All elements
have been completed with the
exception of the 3.6-mile-long
Transbay Tube connecting the
cities of Oakland and San
Francisco that started the
retrofitting construction in 2019.
The Transbay Tube retrofit project will upgrade and strengthen the infrastructure by reinforcing the
tube itself. The estimated cost for the project is $267 million and the projected completion date is
Summer 2023.
Hayward Maintenance Complex (HMC)
BART’s new project to expand and improve its Hayward maintenance and storage yard, approved by
Commission Resolution ST-218 (4/16/2019), is partially complete. BART’s Hayward Yard is one of
four BART maintenance facilities serving the BART system. Over the next 30 years, BART will
acquire additional vehicles to meet future demand associated with the regional population growth,
California Public Utilities Commission – Rail Safety Division
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system expansion of the Warm Springs and
Silicon Valley/San Jose Extension projects,
additional riders from the Oakland Airport
Connector, and the e-BART projects.
Accordingly, BART requires expanded
maintenance and storage facilities to serve
the expanded fleet. The project will add
storage tracks for up to 250 rail cars, expand
maintenance facilities, construct a flyover
bridge structure to move cars south out of
the complex, and an equipment/personnel
overcrossing to allow movements between
the existing complex and a new storage yard.
On July 8, 2022, BART submitted the Safety Certification Verification Report (SCVR) to conclude the
HMC Phase I project. The SCVR was approved on October 6, 2022, by Commission Staff after review
of project documentation, field inspection, and satisfactory resolution to safety findings.
HMC Phase II is currently undergoing preliminary design and engineering and is anticipated to have
90% design by Spring 2023.
BART Traction Power System Improvements Project:
To support the traction
power system due to
BART’s capacity expansion,
five sites have been
identified for installation of
new traction power
substations. The project is
spilt into the West Bay and
East Bay sites. The two
West Bay sites are Civic
Center Station and
Montgomery Street Station
and have estimated
completion dates by 2023.
The three East Bay sites are
in the cities of Oakland,
Concord, and Richmond,
with completion dates to
BART Traction Power System Improvement Project
California Public Utilities Commission – Rail Safety Division
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be determined. An SCP was approved via Commission Resolution ST-239 (July 20, 2020. The
construction for the West Bay sites is underway. East Bay sites completed the engineering design phase
and is ready for construction bids.
BART Irvington Station Project:
The Irvington Station Project includes
construction of a new station halfway between
the existing Fremont and Warm Springs / South
Fremont stations. The estimated completion year
is 2029. The project is in the engineering design
phase. The SCP was approved by Commission
Resolution ST-240 (November 5, 2020).
LOS ANGELES COUNTY METROPOLITAN TRANSPORTATION AUTHORITY
LACMTA, also referred to as L.A. Metro, is the transportation agency for Los Angeles County.
LACMTA is governed by a 13-member Board of Directors comprised of five Los Angeles County
Supervisors, the Mayor of Los Angeles, three Los Angeles mayor-appointed members, four city council
members representing the other 87 cities in Los Angeles County, and one non-voting member
appointed by the Governor of California. The Twenty-Eight by ‘28 initiative set forth by the City of
Los Angeles Mayor and the LACMTA Board of Directors proposes for the completion of 28
LACMTA transportation infrastructure projects before the start of the 2028 Summer Olympic and
Paralympic Games, many of which are rail transit projects.
LACMTA Rail System Description
The LACMTA rail system consists of Metro A (formerly Blue), Metro B (formerly Red), Metro C
(formerly Green), Metro D (formerly Purple), Metro E (formerly Expo), Metro L (formerly Gold), and
Metro K Lines. The Metro Gold Line Eastside Extension was opened in November 2009. The Mid-
City Exposition Light Rail Line Phase One opened in April 2012. The Gold Line Foothill Extension
and Expo Phase Two opened for revenue service March and May 2016, respectively. The Metro K
Line (Crenshaw/LAX Line) opened for revenue service in October 2022. The Regional Connector,
Foothill Phase 2B, and the Westside Extension projects are currently in the construction phase.
LACMTA operates over 105 miles with 93 stations. Rail transit ridership for the system in fiscal year
2022 was 55.7 million, compared to 41.8 million in fiscal year 2021.
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LACMTA Rail System Map
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A Line (Metro Blue Line)
The Metro A Line (MAL, formerly the Blue Line) is a light rail line that runs between downtown Los
Angeles and downtown Long Beach and serves 22 stations over a 22-mile route. MAL connects to the
Metro C Line (formerly the Green Line) at Rosa Parks/Imperial station in Compton and connects to
the Metro B Line (formerly the Red Line) at 7
th
/Metro Station in downtown Los Angeles. Currently,
LACMTA operates two-car and three-car trains on the line depending on the time of the day. MAL is
LACMTA’s oldest line and underwent an extensive rehabilitation during 2019, including track
replacements and additions, and signal and grade crossing upgrades. Additionally, the train control
system at the MBL Yard (Division 11) will be modernized and undergo verification testing prior to
deployment of the new system. In 2022 LACMTA upgraded and tested the new train control system,
However, it is not deployed yet in the yard because LACMTA is troubleshooting an issue.
B Line (Metro Red Line)
The Metro B Line (MBL, formerly the Red Line) is a heavy rail subway line that has been operating
since 1990. LACMTA operates four-car and six-car trains on this 17.4-mile route between the Los
Angeles Union Station and North Hollywood with 16 stations. The MBL connects to the MAL and
the Mid-City E Line at the 7
th
/Metro Station in downtown Los Angeles and to Amtrak, Metrolink
commuter rail and the Metro L (formerly the Gold Line) at the Los Angeles Union Station.
C Line (Metro Green Line)
The Metro C Line (MCL, formerly the Green Line) is a light rail line that runs east-west along the
median of the Glenn Anderson (a.k.a. Century) Freeway (Interstate 105) through Los Angeles County
between City of Norwalk and City of Redondo Beach. LACMTA operates a two-car configuration on
the line with the exception of one-car trains during low service use period. MCL has been operating
since 1995 and has 14 stations over its 20-mile route. It connects to the MAL at the
Imperial/Wilmington (Rosa Parks) Station in City of Compton.
D Line (Metro Purple Line)
The Metro D Line (formerly the Purple Line) is a heavy rail subway line that runs between the Los
Angeles Union Station and the Koreatown area of the City of Los Angeles and diverges from the
Metro B Line at the Vermont-Wilshire Station with two additional stations. The Metro D Line
construction expansion will eventually provide the connection to the three phases of the Metro D Line
capital project extensions currently in construction.
L Line (Metro Gold Line)
The Metro L Line (formerly the Gold Line) is a light rail line that runs from the City of Azusa through
Downtown Los Angeles to East Los Angeles. The Metro L Line has been operating since July 2003
from Los Angeles Union Station to the City of Pasadena Sierra Madre Villa Station. The Metro Gold
Line East Side Extension project, which was completed in November 2009, added eight new stations
and extended the L line approximately 6 miles from Union Station to East Los Angeles. The Metro
Gold Line Foothill Extension project, which was completed in March 2016, added six new stations and
California Public Utilities Commission – Rail Safety Division
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extended the L line approximately 11 miles from Pasadena through the cities of Arcadia, Monrovia,
Duarte, Irwindale, and Azusa. The Foothill Extension Project Phase 2B currently in construction will
further extend the L line from Azusa to Pomona.
E Line (Metro Mid-City Expo Line)
The Metro Mid-City Expo Line Phase I project opened in April 2012, and operates on eight and a half-
mile, double track light rail system with 12 stations and with two stations shared with Metro A Line.
Both the Metro E Line and Metro A Line terminate at the City of Los Angeles 7
th
/Metro where they
are transfer points to the B and D Lines. The Metro Mid-City Expo Line Phase I also shares the City
of Los Angeles Pico Station with the A Line which serves the Staples Center and L.A. Live. The Metro
E Line serves the University of Southern California, Exposition Park, the Mid-City communities, the
Crenshaw District, and Culver City.
The Metro Expo Line Phase II project opened in May 2016. This line is a 6.6-mile double track
extension of the Expo Mid-City Expo Phase I Line, which extends the existing 8-mile system from
downtown Los Angeles to Culver City westbound to City of Santa Monica. The system continues
from Culver City to West Los Angeles and Santa Monica, with seven new stations and travels along the
old Pacific Electric Exposition right-of-way to 4
th
Street and Colorado Ave in downtown Santa Monica.
K Line (Crenshaw/LAX Line)
The Metro K Line is a light rail line with a northern terminus of Expo/Crenshaw which also serves as a
transfer point to the Metro E Line. The current southern terminus is Westchester/Veterans Station.
Heavy construction continues along the southern segment of the K line. When construction is
complete the K line will share a station with the future LAX People Mover at the LAX/Metro Transit
Center and have a direct connection with the existing C line. Currently the K line consists of 7 stations.
California Public Utilities Commission – Rail Safety Division
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LACMTA Accident Summary
Accident Type
LACMTA
Train vs Vehicle (42.1%)
32
Other/ Train vs Train/ Yard Collision (35.5%)
27
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (13.2%)
10
Evacuation/ Fire/Smoke (6.6%)
5
Mainline Derailment/Yard Derailment (2.6%)
2
Grand Total
76
Table 7: LACMTA Accidents Primary Causal Factors - Calendar Year 2022
Figure 5: LACMTA Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
42.1%
35.5%
13.2%
6.6%
2.6%
LACMTA
Train vs Vehicle (42.1%)
Other/ Train vs Train/ Yard Collision
(35.5%)
Train vs Person/Train vs Bicycle/Other
Conveyance (with rider) (13.2%)
Evacuation/ Fire/Smoke (6.6%)
Mainline Derailment/Yard Derailment
(2.6%)
California Public Utilities Commission – Rail Safety Division
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COVID-19 Impacts
Rail transit ridership for the system in fiscal year 2022 was 55.7 million compared to 41.8 million in
fiscal year 2021, a 33% increase primarily due to recovery from the impacts of COVID-19.
System Expansions and Capital Projects
P3010 New Vehicle Procurement Project
LACMTA is in the
process of procuring
as many as 235 new
rail vehicles. These
vehicles are intended
to expand passenger
capacity for the
recently completed
projects (Expo Phase
2 and Foothill
Extension Phase 2)
and the future
LAX/Crenshaw line
currently under
construction. The
SCP was approved by
Resolution ST-149 (1/10/2013). As rail cars are prepared for service, CPUC staff will approve them
after reviewing the Car History Books (testing documentation). On March 4, 2016, CPUC staff gave
LACMTA personnel approval to place the first five cars in service. To date, CPUC staff have certified
226 vehicles for revenue service. Kinkisharyo, the vehicle manufacturer, completed a required 4,000
miles of Operational Reliability test in December 2020, allowing the shipment of the final 50 light rail
vehicles (LRV) to resume in January 2021. On January 7, 2021, LACMTA received the final rail car of
the order at the new maintenance yard for the Crenshaw/LAX Transit Project (Division 16). This
shipment completed the P3010 LRV fleet, the largest rail fleet at LACMTA.
Starting in April 2021, LACMTA resumed the conditional acceptance process for the final 50 cars but
had to pause until fall of 2021 because the remaining 48 LRVs had a new communication system
installed and received updates to the Automatic Passenger Counter (APC) system. Additionally, there
will be ongoing efforts to retrofit the other LRVs with the new communication system installed in the
48 LRVs. Throughout 2022, internal LACMTA testing continued in preparation for CPUC approval.
There were 6 Car History Book review meetings in 2022 between CPUC and LACMTA staff, leading
to CPUC certification of 226 vehicles.
California Public Utilities Commission – Rail Safety Division
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HR4000 Heavy Rail Vehicle Procurement
LACMTA is in the process of
procuring a base order of 64,
with options for up to 282, new
heavy rail vehicles to provide
for the future expansions of its
Regional Connector and Metro
D Line (Purple Line)
Extensions, and to replace the
aging heavy rail vehicle fleet
operating on the Metro B and
Metro D Lines (Red/Purple
Line) subways. Resolution ST-
185 (10/25/2018) approved the
procurement option. The first
set of married pair vehicles is
estimated to be shipped to
LACMTA in February 2023, while two other married pairs are estimated to be shipped to LACMTA in
June 2023. Shipment has been delayed to due several reasons. First, COVID-19 has affected the
international supply chain, such as causing lockdowns in China. The shipment of the first married pair
has been delayed because open items were identified in the Springfield assembly site that have high risk
to LACMTA operations. The shipment of 2 married pairs from Changchun, China, is delayed because
China Railway Rolling Stock Corporation, the rail car manufacturer, is awaiting replacement parts from
a new vendor. A new vendor had to be selected because the Uyghur Forced Labor Prevention Act
restricted the original supplier.
Image of proposed HR4000 Heavy Rail Vehicle
California Public Utilities Commission – Rail Safety Division
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Regional Connector Project
The Regional
Connector Project
is a 1.9-mile
underground light-
rail extension with
3 new stations
being constructed
in Downtown Los
Angeles. This
project will
provide a direct
connection
between the Metro
L, Metro A, and
Metro E lines that currently would require a transfer from the Metro B or Metro D lines. This will
provide a direct connection between the Cities of Azusa and Long Beach, and between East Los
Angeles and Santa Monica, and in general allows LACMTA to have much greater flexibility with regard
to route options within LA County. CPUC staff are working with LACMTA personnel to ensure
design conformance of safety related requirements through participation in the Safety Certification
Review Committee meetings and Fire Life Safety Committee meetings. In October 2020, heavy
construction impacting the current rail transit revenue service commenced in which the existing Little
Tokyo station was demolished, and five at-grade rail crossings were permanently closed. LACMTA has
implemented a bus bridge service around the work zone, which is still in place as of today. The
Regional Connector revenue service date is estimated for 2023.
Five emergency drills with local first responding agencies were scheduled and completed, spanning
November 2022 to January 2023. RTSB Staff visited the project site on 12/15/2022 preceding the
upcoming submittal of the Safety Certification Verification Report (SCVR). The project has achieved
sufficient progress such that Regional Connector Transit Corridor project began limited pre-revenue
service on the alignment the week of 1/2/23. Trains run between the 3 underground stations, without
tying into existing lines, during the 3rd working shift at night. Platform construction work is restricted
from occurring at the same time as the limited pre-revenue service. Because of supply chain
disruptions due to COVID-19, shipment of stainless steel has been delayed and in turn has prevented
station elements, such as ground-level structures, from being finalized.
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D Line (Westside) Extension Project
The Westside Metro D Line (Purple Line) Extension project will extend subway service from the
current terminus at the Wilshire/Western Station to Westwood (UCLA and the Veteran's
Administration Hospital). This extension will consist of nearly nine miles of heavy rail subway, seven
stations and is separated into 3 different projects/segments (PLE1, PLE2, PLE3). The design build
contractor for
Segment 1 is
STS (a joint
venture of
Skanska,
Traylor,
Shea). The
design build
contractor for
Segment 2 is
TPOG (a
joint venture
of Tutor
Perini and
O&G). Tutor
Perini is also
the design
build contractor for Segment 3 tunneling and stations. The planned revenue service years for Purple
Line Segments 1, 2, and 3 are 2024, 2025, and 2027, respectively. All project tunnel boring machine
mining activities for Segment 1 have been completed in May 2021. Tunnel boring machine mining
activities for Segment 2 are at 99% complete. CPUC staff are working with the project
contractors/management and LACMTA’s safety department to ensure design conformance of safety
related requirements through the participation at the Safety Certification Review Committee meetings
and Fire Life Safety Committee meetings.
L Line Foothill Extension Phase 2B
The Foothill Phase 2B light rail transit project extends the Metro L Line (Gold Line) from the current
terminus of Azusa Station to the City of Pomona (in Los Angeles County), with a contract option for
the design build contractor (Kiewit-Parsons) to build to the City of Montclair (in San Bernardino
County). Major construction commenced on July 2020, beginning with track and warning equipment
installation at the at-grade rail crossings. Project completion is scheduled for 2025. CPUC staff have
been meeting with the project teams, LACMTA, and the Foothill Construction Authority to audit and
review design conformance of safety related requirements. The SCP was approved by the CPUC in
Resolution ST-194 (1/19/2017). As of January 2023, project completion is at 63% which includes near
California Public Utilities Commission – Rail Safety Division
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completion of the grade crossings, completed freight track relocation, and near completion of
bridgework.
Crenshaw/LAX Corridor Project
LACMTA is constructing a new light
rail line from the existing Metro E Line
(Expo Line) Crenshaw Station to the
existing Metro C Line (Green Line)
Aviation/LAX Station. An additional
at-grade station is included in the
project at 96th Street and Aviation,
known as the Airport Metro Connector
(AMC), which will connect to the
future LAWA APM system at Los
Angeles International Airport (LAX)
currently under construction. The line
will travel 8.5 miles and will serve the
Cities of Los Angeles, Inglewood, El
Segundo, and portions of
unincorporated Los Angeles County.
The SCP was approved by the CPUC
in Resolution ST-143 (10/3/2014).
AMC is under construction in the
southern segment of the alignment.
This station will connect to the future
LAX APM. To avoid the construction
zone but allow revenue service, the
Crenshaw/LAX project opened to the
public on October 7, 2022 from the
Expo/Crenshaw Station to Westchester/Veterans Station, with a turnback operation north of the
construction zone. The Safety Certification Verification Report (SCVR) for the first phase of opening
was approved by CPUC on 9/28/2022, and remaining concerns were addressed satisfactorily prior to
opening. The rest of the alignment leading south that will connect to the future LAX APM and Metro
C Line (formerly Green), will open within the next 2 years.
East San Fernando Valley Project
The East San Fernando Valley project alignment will start in the City of Los Angeles at the Van Nuys
Bus Rapid Transit Orange line station and head north for 10 miles through the San Fernando Valley. It
California Public Utilities Commission – Rail Safety Division
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will primarily be a street running system for the most part with approximately 3 miles on a shared
corridor with Metrolink/Amtrak. LACMTA has contracted Gannett Fleming Inc. to develop a 30/60%
design package. LACMTA was planning to begin the procurement process of the final design build
package sometime in the middle of 2021. The final design build package procurement process was
delayed due to the pandemic. A groundbreaking ceremony for advanced utility work was held in
December 2022 and the anticipated start date for major construction is in mid-2023. The SCP was
approved by the CPUC in Resolution ST-244 (12/16/2021).
NORTH [SAN DIEGO] COUNTY TRANSIT DISTRICT
San Diego’s North County Transit District (NCTD) was created by Senate Bill 802 in 1975 and started
operations as North County Transit District on July 1, 1976. The NCTD Board of Directors is made
up of one representative from each incorporated city served by NCTD, plus the County Supervisor
representing the County’s Fifth District which covers unincorporated areas of north San Diego County
and a non-voting member from City of San Diego. The NCTD is responsible for planning, developing,
and implementing a fixed route system throughout North San Diego County. The region is described
as the San Diego County-Orange County border at the northern end, City of La Jolla at the southern
end, and from the western coast of the City of Oceanside to the City of Ramona at the eastern end.
The NCTD is responsible
for maintaining the San
Diego rail subdivision,
purchased in 1994, which
extends from the San
Diego County-Orange
County border south to
downtown San Diego for
commuter rail service.
The NCTD is also
responsible for
maintaining the
Escondido subdivision
which extends from City
of Oceanside to City of
Escondido for
California Public Utilities Commission – Rail Safety Division
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SPRINTER hybrid
4
rail service. Only the Escondido subdivision hosting SPRINTER service is
jurisdictional to the rail transit safety regulations and are included in this SSOA Annual Report.
NCTD has contracted out maintenance and operations of the SPRINTER system for many years, but
as of June 26, 2022, they have brought operations and maintenance of equipment in-house. Currently
maintenance of way and maintenance of signal are still contracted with Alstom. NCTD plans to bring
these last two areas in-house in 2023.
NCTD Rail System Description
The NCTD SPRINTER system operates over 22.3 miles, from the City of Oceanside to the City of
Escondido, partially double-tracked, with 15 stations. The average ridership of the system was
approximately 1.36 million for calendar year 2022 compared to 1.24 million for calendar year 2021.
NCTD’s SPRINTER line is classified as hybrid rail on semi-exclusive right-of-way
5
. There is a shared
corridor with Amtrak and COASTER trains beginning at the Oceanside Transit Center and ending less
than a quarter mile South of the Oceanside Boulevard grade crossing, where SPRINTER tracks turn
east toward City of Escondido. In addition to the shared corridor, most of NCTD track on the
SPRINTER line is jointly used by rail transit and freight operations under a temporal separation
6
. The
BNSF Railway operates freight service that shares track with NCTD on the SPRINTER line. BNSF
Railway operates during the late-night hours outside of NCTD SPRINTER revenue service hours,
under a Federal Railroad Administration (FRA) waiver. The FRA approved NCTD’s standard
operating procedures that ensure rail transit and freight service remain temporally separated.
The SPRINTER system began revenue service on March 9, 2008. The Escondido Transit Center
Station and Vista Transit Center Station are the main transfer stations for rail transit/bus connections,
and the Oceanside Transit Center Station provides service connections to Amtrak, NCTD COASTER
commuter train, and the NCTD BREEZE bus system. The SPRINTER operates through four
jurisdictions including the Cities of Oceanside, San Marcos, Vista and Escondido.
4
Hybrid Rail means rail system primarily operating routes on the national system of railroads, but not operating with the
characteristics of commuter rail. This service typically operates light rail-type vehicles as diesel multiple-unit trains (DMU's).
These trains do not meet Federal Railroad Administration standards, and so must operate with temporal (time of operation)
separation from freight rail traffic.
5
A semi-exclusive alignment is in a separate right-of-way or along a street or railroad right-of-way where motor
vehicles, pedestrians, and bicycles have limited access and cross only at designated locations, such as rail
crossings.
6
Temporal separation exists when no simultaneous operation of light rail transit and freight trains on the same track occurs.
California Public Utilities Commission – Rail Safety Division
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NCTD currently has no SPRINTER capital projects under construction. NCTD began procuring an
early warning technology in July 2022 that will bring them into compliance with GO 175-A. The
technology is meant to offer another layer of safety by warning workers of incoming train traffic. The
contract is expected to be awarded in March or April 2023.
NCTD SPRINTER SYSTEM MAP
NCTD Accident Summary
Accident Type
NCTD
Other/ Train vs Train/ Yard Collision (70%)
7
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (30%)
3
Grand Total
10
Table 8: NCTD Accidents Primary Causal Factors - Calendar Year 2022
California Public Utilities Commission – Rail Safety Division
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Figure 6: NCTD Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
Currently, NCTD’s cleaning standard is based on the American Public Transportation Association’s
(APTA) Cleaning and Disinfecting Transit Vehicles and Facilities During a Contagious Virus Pandemic
program. NCTD signed the APTA National Transit Recovery Commitment Program pledge in August
2020. It defines four core categories of responsibilities for transit agencies to address for themselves
and for their passengers including frequent cleaning, personal protective equipment, face coverings,
social distancing, self-health evaluations, and minimizing touching surfaces.
NCTD buses, trains, paratransit vehicles and transit facilities are cleaned every day, and high-use
facilities are disinfected throughout the day. Face covering compliance is enforced with signage posted.
Free face coverings are available for customers. Hand sanitizer stations have been added onboard
vehicles.
70.0%
30.0%
NCTD
Other/ Train vs Train/ Yard
Collision (70%)
Train vs Person/Train vs
Bicycle/Other Conveyance (with
rider) (30%)
California Public Utilities Commission – Rail Safety Division
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ORANGE COUNTY TRANSPORTATION AUTHORITY
The OCTA has received a full-funding
grant agreement from the FTA and is
constructing a streetcar system
consisting of 4.15 miles of track
between the Santa Ana Regional
Transportation Center in the City of
Santa Ana and the Harbor
Boulevard/Westminster Avenue
intersection in the City of Garden
Grove. The system will be a completely
new rail transit streetcar system, with
OCTA becoming a new jurisdictional
rail transit agency to the CPUC and
will be known as the OC Streetcar. The
OCTA Board of Directors is
comprised of seventeen members
(mostly elected officials), and the
Caltrans District 12 Director
serving as the 18th member in
an ex-officio capacity. The
CPUC has approved the system SCP for the project in Commission Resolution ST-191 (4/27/2017).
The system is planned for revenue service in 2024.
The trackway includes both operations along exclusive right-of-way
7
, in the old Pacific Electric (PE)
railway right-of-way, and street-running operations, along Santa Ana Boulevard and 4th Street in the
City of Santa Ana. Bi-directional operations occur over a new bridge north of the existing PE Santa
Ana River Bridge. The Project includes 10 stations in the eastbound direction and 10 stations in the
westbound direction. A new operation and maintenance facility will be bordered by 5th Street to the
north, the PE Right-of-Way to the south, approximately 500 feet west of Raitt Street to the east, and
approximately 1,000 feet west of Raitt Street to the west, in the City of Santa Ana.
The system is not yet operating, and current project construction activities include track installation,
overhead catenary system (OCS) pole installation, maintenance facility construction, and bridge
7
Exclusive alignment is a right-of-way without at-grade crossings, which is grade-separated or protected by a
fence or substantial barrier, as appropriate to the location. Includes subways and aerial structures.
Image of Proposed OC Streetcar
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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construction. Construction is approximately 42% complete. Vehicle procurement has begun, with the
first four of eight vehicles in preliminary static and dynamic testing at Siemens.
OC Streetcar Future System Map
COVID-19 Impacts
All OCTA employees assigned to the OC Streetcar project are working in a telecommute capacity from
their homes, in compliance with the state’s stay at home order. All scheduled meetings within the
agency and with contractors have been elected to be in a Google Hangouts Meet, Microsoft Teams, or
teleconference forum, to comply with social distancing recommendations by the CDC. The agency’s
pandemic response has been in line with best practices from the APTA, CDC, Federal Emergency
Management Agency, California Department of Public Health, and Orange County Health Care
Agency recommendations.
California Public Utilities Commission – Rail Safety Division
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SAN FRANCISCO MUNICIPAL TRANSPORTATION AGENCY
The SFMTA is the public
transportation system of the City and
County of San Francisco. The San
Francisco Municipal Railway
(MUNI), along with the San
Francisco Department of Parking and
Traffic, became a part of the SFMTA
on March 1, 2000. A seven-member
board, appointed by the City of San
Francisco Mayor, governs the
SFMTA and the Director of
Transportation serves as the agency’s
senior management officer.
The SFMTA MUNI was the first
publicly owned streetcar system in a
major city in the United States and
began operation in 1912. It has a relatively small service area of just 46.7 square miles. SFMTA
MUNI’s fleet of rail transit vehicles consist of the subway and surface operating LRVs, surface
operating Historic Streetcars (HSC), and cable cars. The total ridership of the system was
approximately 13.9 million for calendar year 2022.
SFMTA Rail System Description
SFMTA MUNI LRT operations are carried out by the Green Metro Division. It operates LRVs on six
different lines.
• J – Church Line
• K – Ingleside Line
• L – Taraval Line
• M – Ocean View Line
• N – Judah Line
• T – Third Street Line
Trains on the SFMTA MUNI Metro Subway and Twin Peaks Tunnel operate under the control of a
fully automated communications-based train control system. Most rail operations are on the surface, in
semi-exclusive and mixed traffic right-of-way, with up to a 7% grade in some locations.
The Green Metro Division is also responsible for the operation of the HSC. The HSCs are operated on
the surface and principally on the double track F – Market and Wharves Line.
SFMTA Rail Vehicles
California Public Utilities Commission – Rail Safety Division
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The Cable Car Division
is responsible for
operation of the cable
cars. It provides
passenger cable car
service on three surface
lines and traverse grades
of up to 21%. The
SFMTA MUNI Cable
Car Division operates
three lines. They include
the Powell-Hyde Line,
the Powell-Mason Line,
and the California Street
Line. Operating in
mixed traffic, cable cars
and vehicular traffic
sharing traffic lanes, over
narrow congested streets.
A moving cable, below
the surface of the street,
provides propulsion for
the cable cars via a
mechanical grip,
extending from the
cable car and down
through a continuous slot between the running rails. All onboard propulsion and braking controls for
the cable cars are mechanical and are hand or foot-operated by the cable car operator. Cable car
operation and equipment has changed little since the late 19th century and relies heavily on human
performance and craft.
SFMTA Accident Summary
Accident Type
SFMTA
Train vs Vehicle (75%)
90
Other/ Train vs Train/ Yard Collision (13.3%)
16
Mainline Derailment/Yard Derailment (5.8%)
7
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (5%)
6
Evacuation/ Fire/Smoke (0.8%)
1
Grand Total
120
Table 9: SFMTA (MUNI) Accidents Primary Causal Factors - Calendar Year 2022
SFMTA MUNI System Map
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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Figure 7: SFMTA (MUNI) Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
Due to the COVID-19 pandemic, SFMTA suspended their rail service from the end of March 2020 to
near the end of 2020. In November 2020, they restored the J Line surface, then in January 2021, they
restored the T Line service to Embarcadero Station. A further service restoration plan was
implemented to start service again on the other lines starting August 2021. The COVID surge in late
2021 has further delayed full-service restoration.
Starting Saturday, February 19, 2022, SFMTA began implementing the 2022 Muni Service Network
plan. Changes include long-awaited Muni service restorations set to return in phases over the course of
the year based on available resources.
While SFMTA looked forward to continuing implementation of the approved 2022 Muni Service
Network as quickly as possible, Muni service since the beginning of 2022 has been significantly
impacted by the Omicron surge.
Starting February 19, 2022, Muni Metro service hours in the subway were extended on Sundays until
midnight (instead of 10 p.m.). The new Muni Metro hours are approximately 6 a.m.–12 a.m. on
weekdays and 8 a.m.–12 a.m. on weekends.
The total ridership of the system was approximately 3.6 million for calendar year 2021 compared to
13.9 million for calendar year 2022.
75.0%
13.3%
5.8%
5.0%
0.8%
SFMTA
Train vs Vehicle (75%)
Other/ Train vs Train/ Yard
Collision (13.3%)
Mainline Derailment/Yard
Derailment (5.8%)
Train vs Person/Train vs
Bicycle/Other Conveyance
(with rider) (5%)
California Public Utilities Commission – Rail Safety Division
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System Expansions and Capital Projects
Third Street Light Rail Extension Phase II (Central Subway Project)
Phase II of SFMTA’s Third Street Light Rail extension project, commonly known as the Central
Subway Project, will extend SFMTA’s Third Street Line north of the intersection of Fourth Street and
King Street to Chinatown on Stockton Street near Washington Street. The project will construct new
surface tracks along Fourth Street to a portal structure between Bryant Street and Harrison Street,
where two newly excavated precast concrete-lined subway tunnels will carry light rail traffic underneath
Fourth Street to Market Street, then continue under Stockton Street. One new at-grade station is
planned at Fourth Street and Brannan Street, and three new subway stations will be constructed at
Yerba Buena/Moscone (Fourth Street and Folsom Street), Union Square/Market Street (Stockton
Street and Geary Street, with mezzanine-level access to the existing Powell Street BART and Muni
Station), and Chinatown (Stockton Street and Washington Street). The project SCP was approved by
the CPUC in Resolution ST-102 (3/26/2009). SFMTA completed construction in Fall of 2022.
On October 28, 2022, SFMTA requested approval from RTSB to open Central Subway for passenger
service. On November 14, 2022, the RSD Director sent an approval letter to SFMTA providing
authority to open the Central Subway project for passenger service. The letter states that due to the
soft launch and remaining outstanding final test reports on some items completed in recent days, that a
final Safety and Security Certification Verification Report (SSCVR) will be required to be submitted to
gain approval from CPUC to initiate full revenue service, which SFMTA has planned to begin towards
the end of January 2023.
On December 16, 2022, SFMTA submitted Revision 2 of their SSCVR, which demonstrates Central
Subway’s readiness to start full revenue service along with a letter requesting CPUC’s authorization to
start daily passenger service on the Central Subway on Saturday, January 7, 2023.
On January 5, 2023, RTSB sent the letter to SFMTA providing authority for SFMTA to initiate full
revenue service on the Central Subway Line beginning January 7, 2023.
California Public Utilities Commission – Rail Safety Division
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LRV4 Vehicle Procurement
SFMTA has initiated a new LRV
procurement project (LRV4 Project)
to acquire up to 264 vehicles over a
period of 15 years. The scope of the
LRV4 project will include the design,
manufacture, delivery, and test of up
to 260 LRVs together with the
associated services, spare parts, special
tools, training, and
documentation. The base quantity is
175 new vehicles including an initial
delivery of 24 vehicles, scheduled for
delivery to supplement the
fleet when the Third Street
Phase 2 (Central Subway)
extension opens. Another 151 new vehicles are projected for the replacement of the existing 151 LRVs
with a projected completion date in 2028. SFMTA has issued contract modifications for an additional
44 new vehicles, bringing the total fleet size to 219. An option for an additional 45 new vehicles may
be issued in the future. The LRV4 are expected to have a 30-year life, which includes a mid-life
overhaul. The LRV4 Procurement will be funded through several different sources including federal
funds. The SCP for the project was approved by the CPUC in Resolution ST-190 (11/10/2016).
After delivery of 68 cars by 2020, SFMTA found issues with the doors. SFMTA have since stopped
accepting new cars and asked Siemens to resolve the issue. Siemens redesigned sensitive edges and
rubber elements for the doors for improved sensitivity for patron use and updated the rear viewing
technology.
During 2021, SFMTA and its contractor, Siemen’s worked to resolve coupler shear pin failures that
were being experienced with the new vehicles, and SFMTA did not receive any vehicles during the year.
The issue was traced back to the SFMTA operating environment, including unusually tight curves and
hilly terrain that applies additional stress on the shear pins. This issue has been resolved and the shear
pins modified to prevent the failures from occurring.
Currently, SFMTA has 92 LRV4 vehicles that have completed testing and have been authorized by the
CPUC for revenue service operation.
SFMTA New Siemens Rail Vehicle
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
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SACRAMENTO REGIONAL TRANSIT DISTRICT
SRTD is governed by an 11-member Board of Directors. The Board is comprised of members of the
Sacramento, Rancho Cordova, Citrus Heights, Elk Grove, and Folsom City Councils, as well as the
Sacramento County Board of Supervisors.
SRTD Rail System Description
SRTD light rail system currently
operates over approximately 43
miles, covering a 422 square-
mile service area with 54
stations. The average ridership
of the system was
approximately 5.41 million for
calendar year 2022 compared to
4.06 million for calendar year
2020. SRTD began operations
in 1973 with the acquisition of
the Sacramento Transit
Authority. Over the next
decade, SRTD continued to
expand its bus service while
city, county and state
government officials worked together to develop a light rail system. In 1987, the 18.3-mile light rail
system opened, linking the northeast (Interstate 80) and eastern (Highway 50) corridors with downtown
Sacramento. In 1998, SRTD began expanding its light rail system to further meet the transportation
needs of the Sacramento area. Since then, several light rail expansion projects have been completed,
including:
1998 - 2.3-mile Mather Field extension and Brighton Bridge double track project
2003 - Bee Bridge double track project
2003 - 6.3-mile South Line Phase I extension
2004 - 2.8-mile extension from Mather to Sunrise
2005 - 2.4-mile extension from Sunrise to Folsom
2006 - 0.55-mile extension to Amtrak Station
2009 - Watt Avenue Grade Separation
2012 – Green Line Township 9 Extension to Richards Boulevard
2016 – South Line 4.3-mile extension to Cosumnes River College
The Gold Line runs from the Historic Folsom Station in downtown Folsom to the Sacramento Valley
Station at the Amtrak Station in downtown Sacramento. The Blue Line runs from the Watt/I-80
Station in the northeast corridor to the Cosumnes River College to the south. In 2012, SRTD
completed the Green Line, a one-mile extension from downtown Sacramento to Richards Boulevard.
SRTD Light Rail Train at the State Capital
California Public Utilities Commission – Rail Safety Division
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This line includes 2 stations, running a 30-minute headway service from the Township 9 Station on
Richards Boulevard to the existing 13
th
Street Station.
SRTD Accident Summary
Accident Type
SRTD
Other/ Train vs Train/ Yard Collision (41.7%)
15
Train vs Vehicle (38.9%)
14
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (11.1%)
4
Mainline Derailment/Yard Derailment (8.3%)
3
Grand Total
36
Table 10: SRTD Accidents Primary Causal Factors - Calendar Year 2022
Sacramento Regional Transit District System Map
California Public Utilities Commission – Rail Safety Division
CALENDAR YEAR 2022 ANNUAL REPORT –STATE SAFETY OVERSIGHT OF RAIL FIXED GUIDEWAY SYSTEMS
Page 57
Figure 8: SRTD Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
Due to the COVID-19 pandemic, in March 2020 SRTD temporarily reduced the size of the LRV
consists, but not service frequency. Effective August 30, 2020, SRTD implemented its service recovery
plan. SRTD also requires all passengers to wear masks during the FTA/TSA mask mandate, which has
since expired.
System Expansions and Capital Projects
LRV (Light Rail Vehicle) Procurement Project:
SRTD has secured funding for 20 new Siemens Transportation Group S700 Light Rail Vehicles
scheduled for delivery starting in February 2023 and anticipated to enter revenue service in mid-2024.
Light Rail Station Addition – Dos Rios Station:
SRTD has secured funding for the Dos Rios Station project scheduled to begin construction in early
2024. Site environmental conditions are being remediated by the City and have delayed the start of
construction.
41.7%
38.9%
11.1%
8.3%
SRTD
Other/ Train vs Train/ Yard Collision
(41.7%)
Train vs Vehicle (38.9%)
Train vs Person/Train vs
Bicycle/Other Conveyance (with
rider) (11.1%)
Mainline Derailment/Yard
Derailment (8.3%)
California Public Utilities Commission – Rail Safety Division
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Gold Line Double Track Project:
SRTD has secured funding for the Gold Line Doubletrack project scheduled to begin construction in
August 2023. Two passing tracks and changes to grade crossings will be constructed to allow for 15-
minute service from Folsom to Sacramento.
Light Rail Station Addition – Railyards Station
City of Sacramento has secured funding for the Railyards Station project scheduled to begin
construction in late 2023. The project will construct a station for one direction of travel. The project
will also realign approximately 0.8 mile of tack, permitting development of the area. The project is
managed by the City of Sacramento, with SRTD providing design consulting and acceptance.
Gold Line Low-Floor Vehicle Station Modification Project:
SRTD has secured partial funding to begin the Gold Line low-floor vehicle platform modifications and
is scheduled to complete construction in Fall of 2024. Existing Gold Line stations will have the
platforms raised to accommodate a two-car consist of the S700 Low-Floor LRVs; and maintain
sufficient existing platform and E&H ramps to accommodate the legacy LRV fleet.
Sacramento Streetcar Project:
To maintain project viability, the project has been reduced in scope and the plan is that a revised
project is being transferred to SRTD from the Cities of West Sacramento and Sacramento, the original
grant applicants. SRTD will now become the lead agency and the project will be an expansion of
RTD’s existing light rail system that will still link the two cities over the Sacramento River. Final design
of the reduced scope system has not been completed as of the end of 2022.
See “Systems in Development or Funding Stages” section below for additional details on the
Downtown [Sacramento] Riverfront Streetcar.
SAN DIEGO TROLLEY, INC.
The California legislature created the Metropolitan Transit Development Board (MTDB) in 1975 by
Senate Bill 101, empowering the board to design, engineer, and build fixed guideway facilities within
San Diego County. The MTDB established the San Diego Trolley, Inc. in August 1980 as a wholly
owned subsidiary responsible for operation and maintenance of the LRT system. In 2005, MTDB
changed its name to the Metropolitan Transit System (MTS). Its board of directors has 15 members
selected as follows: four appointed from the City of San Diego (the Mayor of San Diego and 3 San
Diego City Council members); two appointed from the City of Chula Vista (the Mayor of Chula Vista
and a Chula Vista City Council Member); and one appointed from each city council of Coronado, El
Cajon, Imperial Beach, La Mesa, Lemon Grove, National City, Poway and Santee; and one appointed
from the San Diego County Board of Supervisors.
California Public Utilities Commission – Rail Safety Division
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The area of jurisdiction is
about 570 square miles
serving a population of 3
million, approximately
75% of southwestern San
Diego County. The
SDTI LRT system
operates over 53.5 miles
on three routes, mostly
double-tracked, with 53
stations. The average
ridership of the system
was approximately 34
million for CY 2022
compared to 24 million
for calendar year 2021. In
May 2022 MTS launched
the Youth Opportunity
Pass Pilot Program,
which allows Youth 18
and under to ride the MTS System up to one-year for free.
SDTI’s rail lines are classified as light rail on semi-exclusive right-of-way. There is a shared corridor
with BNSF Railway, Amtrak, and Coaster trains through downtown San Diego. In addition to the
shared corridor, portions of SDTI track on the Blue and Orange Lines are jointly used by LRT and
freight operations under temporal separation with limited night-time joint operations. The San Diego
and Imperial Valley Railroad (SDIV), a subsidiary short line railroad owned by Rail America
Corporation, shares track with SDTI on the Blue line from the Imperial Transfer Station to the
International Border. SDTI and SDIV share track on the Orange Line from Commercial Street at the
Imperial Junction to Bradley Avenue in El Cajon, California. SDIV operates freight trains during the
early morning hours with a fringe period of overlap with SDTI LRT operations under a FRA waiver.
FRA approved SDTI standard operating procedures ensure during this overlap mode of operation the
LRVs remain spatially and temporally separated.
SDTI Rail System
Blue Line - Revenue service began on July 26, 1981. The Blue Line extends 30 miles from the San
Ysidro Station at the Mexican Border to University Town Center. Of the total 30 miles, 1.4 miles (C
Street & India to 12
th
& Imperial) are operated on city streets, and 14 miles (12th & Imperial to San
Ysidro) are operated on semi-exclusive right-of-way. The Blue Line is comprised of 32 stations, sharing
six stations with the Orange and Silver Lines downtown and five stations with the Green Line. The
San Diego Trolley Light Rail Vehicle in Downtown San Diego
California Public Utilities Commission – Rail Safety Division
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Blue Line operates through four jurisdictions in the Cities of San Diego, National City, Chula Vista, and
an unincorporated area of San Diego County.
Orange Line – Revenue service on the first phase, from Imperial Transfer to the Euclid Avenue
station, began on March 23, 1986. The line was extended in 1989 to El Cajon, and to Santee in 1995.
The Orange Line currently extends 16.9 miles from the Santa Fe Depot station (via the downtown San
Diego C Street corridor) to the El Cajon Transit Center station. Of the 16.9 miles, 1.7 miles of track
are operated on city streets (C Street & India to 32
nd
& Commercial). The line continues east for an
additional 14.6 miles on semi-exclusive right-of-way from 32
nd
and Commercial to the Arnele Avenue.
The Orange Line is comprised of 19 stations, sharing five stations with the Blue and Silver Lines
downtown and five stations with the Green Line (one in downtown and four in East County). The
Orange Line operates through four jurisdictions in the Cities of San Diego, Lemon Grove, La Mesa
and El Cajon.
Green Line - Revenue service began on July 10, 2005. The Green Line begins at the Imperial Transfer
Station and extends 23.8 miles from the 12th & Imperial Station along the Bayside to Old Town
Transit Center through Mission Valley to Santee Town Center, including a 0.7-mile subway tunnel,
under San Diego State University (SDSU). The Green Line is comprised of 27 stations, sharing five
stations with the Orange Line (two in downtown and three in East County), one station with the Blue
Line downtown, and four stations with the Silver Line downtown. The Green Line operates through
four jurisdictions in the Cities of San Diego, La Mesa, El Cajon, and Santee.
Silver Line – Revenue service on the Silver Line began in August 2011. The Silverline is a 2.7-mile
loop in downtown San Diego along Harbor Drive, on C Street, and Park Blvd and completes its loop at
the 12th & Imperial and is host to restored 1940’s era Presidential Conference Committee (PCC)
streetcars. The Silver Line is comprised of nine stations, sharing six with both the Blue and Orange
Lines, and three with the Green Line.
California Public Utilities Commission – Rail Safety Division
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SDTI Accident Summary
Accident Type
SDTI
Train vs Vehicle (65%)
13
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (25%)
5
Other/ Train vs Train/ Yard Collision (5%)
1
Mainline Derailment/Yard Derailment (5%)
1
Grand Total
20
Table 11: SDTI Accidents Primary Causal Factors - Calendar Year 2022
SAN DIEGO TROLLEY SYSTEM MAP
California Public Utilities Commission – Rail Safety Division
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Figure 9: SDTI Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
MTS experienced a decline in revenue service after March 2020, however it was not as extreme as on
other systems. They ran 3-car trains to help maintain “social distance” between passengers on-board
their trains. All rail transit and bus stations are being cleaned by the Facilities Maintenance Department
staff in accordance with the national protocols. The MTS offices, building work areas, etc. have hand
sanitizer dispensers available for use. In late March 2020, MTS established designated “temperature
check-in stations” at their bus and rail divisions for all MTS employees and visitors who are required to
have their temperature and name recorded prior to work and conducting business on MTS premises.
65%
25%
5%
5%
SDTI
Train vs Vehicle (65%)
Train vs Person/Train vs
Bicycle/Other Conveyance (with
rider) (25%)
Other/ Train vs Train/ Yard
Collision (5%)
Mainline Derailment/Yard
Derailment (5%)
California Public Utilities Commission – Rail Safety Division
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System Expansions and Capital Projects
SD10 Light Rail Vehicle Procurement
SDTI is procuring 47 LRVs
known as SD10 project (Car
Nos. 5046-5093) to replace
the current SD-100 models
cars which will be retired
from revenue service. The
vehicles are the same as the
SD9 project vehicles and
uses the same safety
certification plan approved
by Resolution ST-217
(10/11/18) for the SD9
project. The procurement
process began September
2020 with an expected schedule completion and acceptance of all 47 LRVs by late 2023. As Siemens
cars are delivered on-site at the SDTI Yard, they will undergo commissioning and dynamics tests. Staff
will participate in the acceptance testing throughout the procurement process and to date has accepted
14 LRVs for revenue service.
SD-10 Car No. 5001 on the Greenline
Projects currently in process are the Imperial Transfer Station Double Tracking Project which adds an
additional rail line for the Greenline terminus which is currently single-track. Also planned for late Fall
2023 is the Orange Line Signaling System and Grade Crossing Upgrades to replace the current system.
THE SANTA CLARA VALLEY TRANSPORTATION AUTHORITY
One of the largest transit networks in the San Francisco Bay Area, the Santa Clara Valley
Transportation Authority (VTA) is an independent special transit district that operates an urban transit
service using a diverse fleet of vehicles and modes (bus, light rail, paratransit) across a 346 square-mile
service area serving fifteen (15) cities within Santa Clara County for a population of approximately 2
million residents. VTA currently operates a vehicle service fleet of approximately 98 Light Rail
Vehicles, 445 buses, and 194 cars, vans, and shuttle buses. VTA also operates four historic trolleys
through the downtown San Jose Transit Mall which occasionally provide service on a seasonal basis.
VTA participates as a funding partner in regional rail services including Caltrain, Capitol Corridor, and
the Altamont Corridor Express in Santa Clara County. As Santa Clara County’s congestion
management agency, VTA is responsible for countywide transportation planning, including congestion
California Public Utilities Commission – Rail Safety Division
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management, design and construction of specific highway, pedestrian, and bicycle improvement
projects, as well as the promotion of transit-oriented development.
The VTA Board of Directors has 18 members and six ex-officio members, all of whom are elected
officials appointed to serve on the Board by the jurisdictions they represent. Fifteen Directors are city
council members and three are County Supervisors. Twelve Directors serve as voting members and
there are six Directors who serve as alternates. The ex-officio members are non-voting members and
are the three Santa Clara County representatives to the Metropolitan Transportation Commission.
The VTA light rail system consists of three (3) service lines, the Blue, Green, and Orange Lines (See VTA
Light Rail System Map) with two (2) proposed extension. VTA total operating system consists of
approximately about 42.2 miles of trackway with 59 Light Rail Stations. The daily average ridership of
the light rail system was approximately 6305 passengers per day in Fiscal Year 2022.
California Public Utilities Commission – Rail Safety Division
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VTA LIGHTR RAIL SYSTEM MAP
VTA Rail System Description
Green Line
The 13.9-mile Green Light Rail Line operates north-south from Campbell to San Jose and Santa Clara.
It overlaps the Blue Line between downtown San Jose and north San Jose. The Downtown Transit Mall
in San Jose serves as a hub for rail/bus connections. Light rail and Caltrain service connects at the Diridon
Station in San Jose. Levi’s Stadium is located near the Great America Light Rail Station. The Green Line
has 26 light rail stations.
Orange Line
The 17.7-mile Orange Line operates east-west from Mountain View to Alum Rock, with a major transfer
point at Baypointe to the Blue Line. Light rail and BART service connects at the Milpitas Station, while
the Caltrain connection is at Mountain View. Levi’s Stadium is located near the Great America Light Rail
Station. The Orange Line has 26 light rail stations.
Vasona Corridor (Part of the Green Line)
Within the 15-mile Vasona Corridor, VTA operates 5.3-miles of its light rail system parallel to Union
Pacific Railroad right-of-way sharing 14 highway-rail grade crossings. The Vasona Corridor has 8 light
rail stations and links to Caltrain, ACE, and Capitol Corridor service via the Diridon Light Rail Station.
This section of corridor is an FRA shared corridor starting just beyond the Diridon Light Rail Station
California Public Utilities Commission – Rail Safety Division
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and running up to the Winchester Light Rail Station. Union Pacific Railroad (UPRR) and VTA trackways
do not physically share or cross tracks in this corridor.
VTA revenue service began in 2005, VTA performs all dispatching (except for controlling UPRR train
movement) and track zone/right-of-way (ROW) maintenance functions in the shared portion of the
corridor requiring VTA to comply with specific Federal Railroad Administration (FRA) regulations
related to rail operations, trackway, grade crossing warning systems, signals maintenance, and rail safety.
These regulations include 49 CFR Parts 213, 214, 218, 219, 220, 225, 228, 229.125, 233, 234, and 236.
The FRA has approved VTA for a 5-year waiver (Docket #FRA-1999-6254) granting full relief from 49
CFR Part 219 and partial relief from 49 CFR Part 225 as of October 6, 2020.
BART Silicon Valley Extension -Phase I
The BART Silicon Valley Extension Project is a 16-mile extension of the BART system to Santa Clara
County that is being funded and constructed to BART standards by VTA. VTA will continue to own
the assets it funds and
constructs, however BART
will independently operate
the extension of its system.
Phase I, the Berryessa
Extension, is a 10-mile
extension, including two
BART stations. This
extension begins in
Fremont, south of the
Warm Springs/South
Fremont BART Station,
and proceeds along the
former Union Pacific
Railroad Company right-of-
way through Milpitas,
the location of the first
station, to the
Berryessa area of North
San Jose, the location of the second station. The Berryessa Extension (Phase I) is now in revenue
service, having begun starting June 13, 2020.
Berryessa Transit Center, connection between BART and VTA
California Public Utilities Commission – Rail Safety Division
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VTA Accident Summary
Accident Type
VTA
Other/ Train vs Train/ Yard Collision (39.6%)
19
Train vs Vehicle (31.3%)
15
Train vs Person/Train vs Bicycle/Other Conveyance (with rider) (20.8%)
10
Evacuation/ Fire/Smoke (6.3%)
3
Mainline Derailment/Yard Derailment (2.1%)
1
Grand Total
48
Table 12: VTA Accidents Primary Causal Factors - Calendar Year 2022
Figure 10: VTA Accidents Primary Causal Factors - Calendar Year 2022
NOTE: The category “Other” is comprised of all accidents not included in the other categories. These include accidents
resulting in substantial damage or evacuations, and a collision with an object such as signs/poles, crossing gates, signal
cabinet door, motor vehicles, shopping carts, etc. left on or next to the tracks.
COVID-19 Impacts
VTA continues to follow CDC and the California Department of Industrial Relations’ Division of
Occupational Safety and Health (better known as CalOSHA) guidance regarding all requirements and
39.6%
31.3%
20.8%
6.3%
2.1%
VTA
Other/ Train vs Train/ Yard Collision
(39.6%)
Train vs Vehicle (31.3%)
Train vs Person/Train vs
Bicycle/Other Conveyance (with
rider) (20.8%)
Evacuation/ Fire/Smoke (6.3%)
Mainline Derailment/Yard Derailment
(2.1%)
California Public Utilities Commission – Rail Safety Division
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mandates for the workplace. VTA provides face covering and sanitizer dispensers on board all light rail
vehicles.
System Expansions and Capital Projects
Eastridge to BART Regional Connector Project
The Eastridge to BART Regional Corridor Project is a 2.6-mile extension from the existing Alum Rock
Station to Eastridge Transit Center. The alignment will be primarily grade separated. The Project is
being implemented in phases. Phase I was completed in the Spring of 2015, and included the
installation of sidewalk, landscape, and street lighting on Capital Expressway from Capital Avenue to
Tully Road and the reconfiguration of the Eastridge Transit Center. Phase 2 will extend light rail from
the existing Alum Rock Light Rail Station to the Eastridge Transit Center. Light rail will operate
primarily in the center of Capitol Expressway in an elevated track structure from Capitol Avenue to
Tully Road. The Eastridge extension will include two stations: Story and Eastridge. The SSCP was
approved by the CPUC in Resolution ST-88 (5/24/2007), however, VTA provided an updated revision
of the SSCP in early 2020 and CPUC reviewed and approved the revision in July 2020. Currently, the
project has almost completed preliminary engineering design phase and utility relocation is occurring
currently. VTA is getting ready to bid the project. CPUC staff plan to attend future meetings related to
this project.
Vasona Junction Light Rail Extension
The Vasona Junction Project is a 1.5-mile extension from Winchester Station into the Town of Los
Gatos. A federal environmental document was completed and approved by the FTA. Currently, the
construction schedule is dependent upon available funding. A SSCP has not yet been submitted to the
CPUC for this project.
BART Silicon Valley Extension Project – Phase II
The BART Silicon Valley Extension Project is a 16-mile extension of the BART system to Santa Clara
County that is being funded and constructed to BART standards by VTA. VTA will continue to own
the assets it funds and constructs, however BART will independently operate the extension of its
system. Phase I (10 miles) began revenue service in June 2020.
VTA is completing design and engineering for Phase II (6 miles) of the BART Silicon Valley
Extension, which includes a subway tunnel through downtown San Jose, 4 stations and a Newhall Yard
Maintenance Facility in the City of Santa Clara. Construction of the second phase is expected to begin
in 2023 with passenger service targeted for 2033. The SSCP for this project was submitted by BART
and was approved by the CPUC in Resolution ST-83 (2/15/2007). On June 16, 2021, CPUC staff
received the project SCP for phase II, and CPUC approval was sent on August 17, 2021 approving the
SCP. VTA’s Phase II BART Extension is the only transit project currently supported by a first of its
kind federal funding program, the Expedited Project Delivery Program, facilitated by Federal Transit
California Public Utilities Commission – Rail Safety Division
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Administration. The program has committed $2.3 billion, or 33% of project funding, for the $6.9
billion project. This project is under preliminary design phase and early construction activities have
started. CPUC staff continues to attend the FTA Project Management Oversight Contractor (PMOC)
meetings, Safety and Security Review Committee (SSRC) meetings, and Fire Life Safety and Security
Committee (FLSSC) meetings.
Light Rail Signal Priority Detection Upgrades Project:
The work involved is a replacement of the Train-to-Wayside hard-wired system with a new GPS-based
LRV detection system to act as primary detection system for requesting transit service priority (TSP) at
non-gated signalized intersections. The necessary equipment for the work would be installed on 98 of
VTA’s light rail vehicles and would be installed at 89 signalized intersections. VTA submitted the
project SCP on May 5, 2021. CPUC staff reviewed and approved the project SCP on June 30, 2021.
At its August 19, 2021, meeting the Commission approved Resolution ST-245. The first meeting
related to this project was conducted in January 2022. CPUC staff continues to attend the Rail
Activation Oversight Committee meetings. Currently, VTA and City of Sunnyvale are planning on
conducting a pilot testing for a few intersections. Ninety-six light rail vehicles have been installed with
the necessary equipment.
California Public Utilities Commission – Rail Safety Division
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SUMMARY OF ACTIVITIES FOR NON-FTA REGULATED RAIL TRANSIT
AGENCIES FOR CALENDAR YEAR 2022
No accident graphs are shown for the smaller non-FTA regulated systems, because only two very
minor reportable accidents occurred on these smaller systems during the reporting period. Several of
the systems have never experienced a reportable accident.
AMERICANA AT BRAND TROLLEY
The Americana At Brand (AAB) trolley began service in 2008 and is owned by Caruso Affiliated in the
City of Glendale in Los Angeles County. The AAB trolley operates on a single track that travels around
the AAB shopping center from Americana Way to
Caruso Avenue. The AAB trolley is a single-story
vehicle mounted on the undercarriage of a circa
early 1900s trolley from City of Milan, Italy. The
trolley is powered by on-board batteries and has a
detachable unpowered car.
The AAB trolley operates on a length of track of
about one third mile and is capable of speeds of up
to 5 miles per hour. The trolley is operated in two-
operator teams and can seat up to 72 passengers.
Caruso Affiliated utilizes contracts with LAZ
Parking to operate the trolley with properly trained
operators and the Midwest Trolley Services to
provide maintenance of the trolley.
COVID-19 Impacts
As of beginning of 2022, all COVID
restrictions have been lifted and the trolley has resumed normal operations. This includes mandatory
facemasks and social distancing.
During the winter holiday season, the AAB trolley was used as a stage for regular performances
featuring a Santa Claus and a brass band. No patrons were allowed on board and all persons not
operating the trolley remained seated while trolley was in motion.
Americana At Brand Trolley
California Public Utilities Commission – Rail Safety Division
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ANGELS FLIGHT RAILWAY COMPANY FUNICULAR
Angels Flight is a landmark funicular railway that was originally built in 1901 in the Bunker Hill region
of downtown Los Angeles. Between 1901 and 1969, Angels Flight was owned by 6 different entities,
with the funicular eventually becoming under the control of the now defunct Community
Redevelopment Agency of the City of Los Angeles (CRA/LA). CRA/LA was the owner of Angels
Flight and dismantled the funicular in 1969.
In 1996, after 27 years of storage, CRA/LA oversaw the project to restore and reconstruct Angels
Flight. The funicular was reopened to the public after being reinstalled half a block south of its 1969
location, now located between 3
rd
and 4
th
Streets on Hill Street in downtown Los Angeles. Since 1997,
Angels Flight has been effectively owned by the Angels Flight Railway Foundation (AFRF) through a
99-year long-term ground lease.
When the system was rebuilt, several modifications were made to the drive and braking systems. In
2001, the modified drive system failed and one of the cars rolled freely down the 33-degree incline
before striking the other car. One passenger was killed, because of the accident, five passengers
received serious injuries, and two passengers received minor injuries. The accident was thoroughly
investigated by the CPUC and the NTSB. The funicular was taken out of revenue service and shut
down for several years because of this accident. NTSB investigators made specific recommendations
for a track-adjacent emergency walkway and raising the end doors to prevent passenger ejection in the
event of an accident.
In January 2007, Angels Flight Railway
Company (AFRC) personnel, the
operators of Angels Flight acting on
behalf of the AFRF, notified CPUC staff
their intent to refurbish and re-open
Angels Flight. AFRC contracted
engineering and manufacturing services to
refurbish Angels Flight. After CPUC
staff’s review of the system upgrades and
approval of their request to place the
system back in service, Angels Flight was
once again reopened to the public in
March 2010, with improved safety
features. The improvements included a
secondary safety cable, redundant fail-
safe braking, and fail-safe carrier track
brakes. The mechanical drive was once
again redesigned, a state-of-the art controller was installed, and the system was refurbished in
Angels Flight Railway Company Funicular
California Public Utilities Commission – Rail Safety Division
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conformance with funicular standards developed by the American National Standards Institute (ANSI
B77.2 – 2004). NTSB noted upon reopening that the CPUC had not required implementation of the
two NTSB recommendations from the 2001 accident. CPUC staff noted at the time that the ANSI
Standards did not specifically require such additions. The system operated from then until a further
accident in 2013.
In September 2013, a derailment of one of the cars occurred in which a downward moving Angels
Flight car derailed. Although there were no injuries during the derailment, and it resulted in only minor
displacement with just the wheel dropping off the track, this was a serious incident. Several
contributing factors were identified as causes of the derailment, including improper operating practices
that bypassed safety functions of the funicular system, inadvertent carrier brake activation, and carrier
brake design issues. The system remained out-of-service for over three years.
In late 2016, AFRF notified CPUC staff that it had acquired engineering services to address the system
and operational failures that lead to the 2013 derailment and intended to bring the system back into
service. CPUC staff indicated they would not support such a request unless and until AFRF submitted
a SCP to safety certify any changes to the system and implemented the remaining NTSB
recommendations from the 2001 accident (track-adjacent emergency walkway and raised end doors).
The AFRF agreed and submitted to CPUC staff a SCP and designs for the walkway and end doors.
The SCP was approved by the CPUC in Resolution ST-197 (1/19/2017). On August 31, 2017, the
system was brought back into service after CPUC approval of the Safety Certification Verification
Report (SCVR) with new operational management under the Angel’s Flight Development Company
(AFDC).
During 2018 and 2019, the CPUC staff worked closely with the AFDC to review the funicular system
for its compliance with all ANSI B77.2 Standards, including those whose strict compliance is not
required due to the vintage of the system. CPUC staff also conduct frequent inspections and meetings
with AFDC personnel regarding the operations of the system.
With Angel’s Flight’s resumption of service, the NTSB reviewed the approved SCVR submitted to the
CPUC by AFDC, which verifies all actions taken outlined in CPUC Resolution ST-197 and addresses
all areas of NTSB Safety Recommendation R-13-37. On January 6, 2021, NTSB concluded the CPUC
and AFDC met all requirements and have classified NTSB Safety Recommendation R-13-37 as “Closed
– Acceptable Action.”
On May 19, 2022, Angels Flight conducted System Dynamic Testing and Inspection and completed the
major open item requirement from the ANSI B77.2 – 2014 Edition §2.3.4.2 - Compliance Statement.
CPUC Staff is continuously monitoring Angels Flight’s operations status and monthly fault logs to
ensure system safety.
California Public Utilities Commission – Rail Safety Division
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COVID-19 Impacts
Angels Flight reopened in Late August 2017 after a long period of being out of service. In CY 2018 and
2019, Angels Flight enjoyed high ridership numbers of approximately 452,000 and 446,000 respectively.
In CY 2020 pandemic issues started to impact ridership in the March-April timeframe. Angels Flight
closed for approximately 4 months in the summer of 2020 as ridership had dropped to only a few
riders per day. In late summer/fall of 2020, Angels Flight reopened while implementing the “Angels
Flight Business Continuity and COVID-19 Response Plan” to ensure safety of passengers and Angels
Flight workers. CY 2020 ended with ridership at approximately 99,600 which was approximately 20%
of the pre-pandemic yearly numbers for 2018 and 2019. CY 2021 ridership increased from 2020 levels,
as the pandemic appeared to be receding. However, as the COVID-19 Delta and Omicron variants
spread ridership remained flat and the year ended with annual ridership at 222,900. In CY 2022, Angels
Flight was closed for approximately 7 weeks to replace the roofing system and total ridership was
350,000. The system operators anticipate returning to pre-pandemic ridership levels by the end of
2023, assuming current trends hold.
THE GETTY CENTER MUSEUM AUTOMATED PEOPLE MOVER
The Getty Center Tram is an Otis Hovair Automated People Mover (APM) located in the City of Los
Angeles serving the J. Paul Getty Center Museum. The Getty Center Tram was opened at the end of
1997. It is an electric, cable-driven
hover train, with 2 tram sets of 3
cars each. When both three-car
trains are operating, it has the
capability of transporting 1,200
passengers per hour in each
direction.
The Tram is located north of
Brentwood in the Westside
Region of Los Angeles and links a
street-level parking area to the
Getty Center Museum, located on
a hilltop three-quarters of a mile
away. The lower station at the
bottom of the hill lies beside
Sepulveda Boulevard and the San
Diego Freeway. The upper station
at the top of the hill is located in the arrival plaza of the museum and is part of the museum structure.
The tram guideway follows the "Getty Center Drive" and has a by-pass section mid-route.
Getty Center Tram
California Public Utilities Commission – Rail Safety Division
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Unlike most train cars, which are wheeled vehicles, the Getty Center Tram is suspended by a cushion
of air. When the air suspension system is deactivated, the vehicle rests on a series of skids which also
serve as a part of the emergency braking system. Otis company personnel operate and maintain the
system under contract.
Although the Getty Center Tram started operating in 1997, it was not until 2013 that the CPUC
asserted jurisdiction for safety oversight of the system following an evaluation of unregulated rail fixed
guideway systems throughout California. CPUC staff worked with Getty personnel to develop the
initial Getty System Safety Program Plan (SSPP) meeting CPUC GO 164 series requirements. Full
implementation of the SSPP commenced in January 2015. More recently, Getty personnel developed a
Public Transportation Agency Safety Plan (PTASP) Revision 0, which was revised as Revision 1 per
CPUC comments and approved by CPUC in January 2022. In February 2022, Getty personnel
submitted PTASP Revision 2 with minor revisions. Based on CPUC comments, Getty revised and
resubmitted PTASP Rev 2 in November 2022, which was approved by CPUC in December 2022.
Getty personnel are planning to implement a tram renovation project. They have issued a Request for
Proposal (RFP) and anticipate selecting in May 2023. The plan is to update the tram control system,
and there are also considerations to update the cars and or tram propulsion system.
COVID-19 Impacts
The Getty Center was closed to the public from March 14, 2020, to May 25, 2021. While Getty Center
was closed, Otis’s personnel remained onsite to maintain both the tram and the museum elevators. An
essential group of Getty personnel also remained onsite to maintain the museum. When the Getty
Center reopened to the public, various COVID-19 safety measures were implemented in compliance
with current Los Angeles County Department of Public Health orders and Los Angeles City mandates.
When Los Angeles County ended the local health order in September 2022 that required masking while
aboard public transit or inside transit hubs, Getty followed suit and ended their mask requirement for
the tram, though mask use in the tram and in buildings is still recommended. Getty continues to
implement other safety measures such as cleaning high-touch surfaces regularly, providing hand
sanitizer near doors and high-touch areas, and contact tracing in the event of a COVID-19 outbreak.
California Public Utilities Commission – Rail Safety Division
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THE GROVE TROLLEY
The Grove Trolley began operation in 2002
and is owned by Caruso Affiliated in the City
of Los Angeles. The Grove Trolley operates
on a single track that travels along First Street
between The Grove open air shopping center
and the Original Farmers Market. The Grove
Trolley is built on a historic undercarriage
from a Boston streetcar of the 1950s. It is
double-deck and open-air, with two spiral
staircases that lead to the upper deck. The
trolley is powered by on-board batteries and
computerized digital controllers manage all
trolley functions.
The Grove Trolley operates on a length of
track of about one quarter mile and is capable
of speeds of up to 5 miles per hour. The
trolley is operated in two-man teams and can
seat up to 56 passengers. Caruso Affiliated
utilizes contracts with LAZ Parking to operate
the trolley with properly trained operators and
the Midwest Trolley Services to provide
maintenance of the trolley.
COVID-19 Impacts
All Covid restrictions were lifted in early 2022 and the trolley resumed normal operations. This includes
mandatory facemasks and social distancing.
Grove Trolley
California Public Utilities Commission – Rail Safety Division
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LOS ANGELES WORLD AIRPORTS AUTOMATED PEOPLE MOVER
Los Angeles World
Airports (LAWA), the
governing body of Los
Angeles International
Airport (LAX), is
developing a multi-billion-
dollar upgrade to the
ground transportation
system at LAX. The
Project is known as the
LAWA Landside Access
Modernization Program.
The project will add six
stations and elevated
guideway between the
terminals and ground transportation options. Three new Central Terminal stations will connect to
stations at the new Consolidated Rent-A-Car facility, airport parking, and LACMTA rail transit and bus
facilities. The LAX/Metro Transit Center, also known as the Airport Metro Connector (AMC), will be
a multilevel station connecting to the new LACMTA Crenshaw/LAX rail transit line. To avoid the
current LAX/Metro Transit Center construction zone but allow revenue service, the Crenshaw/LAX
project opened to the public on October 7, 2022, from the Expo/Crenshaw Station to
Westchester/Veterans Station, its temporary southern terminus.
The stations in the Central Terminal Area will provide fast and easy connections to nine airline
terminals with a pedestrian walkway system leading to the terminal stations. The project SCP was
approved by the Commission in Resolution ST-212 (10/11/2018). LAWA broke ground on the APM
project in March 2019 and the APM is expected to open in 2024. Construction of vehicles, guideway,
Maintenance and Storage Facility, and stations is underway. In 2022, the remaining four of six
pedestrian bridge structures were completed, and once finalized, will connect airport terminals to the
APM. The first two pedestrian bridge structures were completed in 2021. On April 20, 2022, LAX
celebrated the construction completion of the guideway, which began in November 2019.
Construction will continue on the plinths, which the train cars ride on, and the emergency walkway
along the guideway.
Los Angeles World Airports Proposed Rail System
California Public Utilities Commission – Rail Safety Division
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44 cars will be built for the APM system,
with the cars starting to arrive at the LAX
site in the first quarter of 2022. The
public unveiling of the first APM train
car occurred on 8/2/22 with city, federal,
and airport officials. By the end of 2022,
8 APM cars were on site at LAX APM.
As of November 16, 2022, the station
construction is 69.4% complete, and the
guideway construction/installation
finishes is 52.5% complete. As of
December 7, 2022, only the
Maintenance and Storage Facility has been powered up, and train movement there is expected to begin
in the coming months.
COVID-19 Impacts
The project continued during the COVID-19 pandemic as it is considered essential work. There have
been minor delays due to COVID-19, but the project schedule has not been drastically affected.
Project meetings continued virtually.
SACRAMENTO COUNTY DEPARTMENT OF AIRPORTS AUTOMATED PEOPLE
MOVER
The SCDOA installed
and operates an APM
between its central
terminal and B gates
concourse. The APM
System includes a
completely automated
dual lane shuttle
offering passengers a
connection between
the Central Terminal
B and Airside Concourse
B, with an emergency/backup walkway located between guideways. Two passenger stations with flow-
Automated People Mover at Sacramento International Airport
LAWA APM Train Car
California Public Utilities Commission – Rail Safety Division
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through configurations (one center platform and two side platforms) are in the Central Terminal
building and the B Concourse building.
SCDOA has contracted with Bombardier (now Alstom) for the design, supply, installation, operation,
and maintenance of the APM system. The complete system includes power distribution, power rail and
vehicle power collector assemblies and interface, communication system, communications-based train
control system required to operate the system, automatic station platform doors, and CX-100 vehicles.
The CX-100 vehicle is a fully automated, air-conditioned vehicle capable of operating in various modes
twenty-four hours per day. A maintenance facility, including the Central Control Room, is located on
level one under the Concourse B station.
SCDOA underwent a triennial audit in 2019 and the final Safety Report and Security Report were
approved by the Commission in March 2021.
COVID-19 Impacts
The use of APM by airport passengers has returned to pre-COVID levels. SCDOA removed all
COVID related reduction of service.
SAN FRANCISCO INTERNATIONAL AIRPORT AIRTRAIN AUTOMATED
PEOPLE MOVER
The San Francisco
International Airport
AirTrain APM system
began operation on
February 24, 2003, as a
six-mile system. It
operates 24 hours every
day, providing free
service throughout the
San Francisco
International Airport.
The AirTrain was
originally contracted to
Bombardier (now
Alstom) as a design-
build-operate-maintain
project. The system is
owned by the San
Francisco Airports Commission and currently operated and maintained by Alstom.
San Francisco International Airport AirTrain Automated People Mover
California Public Utilities Commission – Rail Safety Division
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With a fleet of 42 CX-100 vehicles including a Maintenance Recovery Vehicle (MRV), the 6-mile
system serves nine stations connecting all the airport’s terminals, hotel, parking garages, the Rental Car
Center and an external connection to the BART Airport Station.
The AirTrain system underwent a triennial audit in 2019 and the final report is scheduled to be
presented to the Commission for approval in early 2023.
COVID-19 Impacts
During the COVID-19 pandemic, San Francisco International Airport maintained service and AirTrain
continued operating 24 hours a day, but at a reduced frequency schedule due to passenger reductions
during the pandemic; service is back to regular frequency in 2022.
San
Francisco International Airport AirTrain System Map
California Public Utilities Commission – Rail Safety Division
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System Expansions and Capital Projects
AirTrain Extension Project
Resolution ST-205 (8/10/2017) approved AirTrain’s Extension SCP. The project expands the existing
AirTrain system to include a new Long-term Parking Garage Station and an additional in-line Hotel
Station serving a new hotel. Several additional upgrades to facilities and equipment are part of the
project. The project has three phases: upgrade of the train control system, the extension to a new
airport hotel, and the extension to a new long-term parking facility. RTSB management approved Phase
1 that allowed line-of-sight communication upgrades for existing fleet of 39 CX-100 cars, and 3 new
CX-100 cars that entered the fleet on March 6, 2020. RTSB management approved Phase 2 that
allowed the Hotel Station to begin revenue service in October 2019. RTSB management approved
Phase 3 that allowed the Long-Term Parking Garage Station and guideway extension to begin revenue
service in April 2021 and was the culmination of Project.
California Public Utilities Commission – Rail Safety Division
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SYSTEMS IN DEVELOPMENT OR FUNDING STAGES
LOS ANGELES STREETCAR
The Los Angeles Streetcar is a project in Downtown Los Angeles (DTLA) that is advancing under the
Community Facilities District that is a special tax voted by area residents. Additional funding sources
include an FTA Small-Starts Grant, Los Angeles County Measure M transportation funding, and some
elements of Public-Private Partnership(s). In 2013, the Los Angeles City Council approved $295
million in operations funding. The Los Angeles Streetcar is proposed as an urban circulator that was
designed to meet the needs of DTLA residents, commuters, and tourists. The 3.8-mile route will run
approximately 18 hours a day to connect South Park, the Financial District and Historic Broadway,
Grand Park and the Civic Center, the Fashion District and the Convention Center, Crypto.com Arena,
and LA Live.
The Los Angeles Streetcar will also serve as a much-needed connector to key local and regional bus and
rail lines, serving as the first/last mile solution needed to bridge the gaps in DTLA’s existing public
transportation system. LACMTA is assisting the City of Los Angeles on the project. In 2019 the project
received Federal National Environmental Policy Act clearance and California Environmental Quality
Act clearance. A SCP will be submitted to CPUC in the future if the project is funded and approved.
Los Angeles Streetcar Proposed System Map
California Public Utilities Commission – Rail Safety Division
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DOWNTOWN [SACRAMENTO] RIVERFRONT STREETCAR
The Cities of Sacramento and West Sacramento partnered to propose a streetcar system linking the two
cities and connecting to Sacramento Regional Transit District’s (SRTD’s) rail system in downtown
Sacramento in 2015. FTA funding was secured for the design and development of the project, which
SRTD assisted with technically and agreed to contribute $25M to help construct. However, after
environmental clearance was completed in 2017, in late 2018 when bids were sought for the proposed
system, limited bids were received which came in significantly higher than estimated. To maintain
project viability, the project has been reduced in scope and the plan is that a revised project is being
transferred to SRTD from the Cities. (See “Summary of Activities for All FTA Regulated Rail Transit
Agencies” section above under “Sacramento Regional Transit District” for additional details on the
Downtown [Sacramento] Riverfront Streetcar.
INGLEWOOD TRANSIT CONNECTOR PROJECT
The City of Inglewood has
proposed an elevated
automated people mover
(APM) that aims to
address a first/last mile
gap in Los Angeles
County’s public
transportation network.
This proposed project will
connect the LACMTA’s
K-Line Downtown
Inglewood Station to the
City’s housing and employment centers, and sports and entrainment venues. The project, which will be
1.6 miles in length, will feature three stations, a maintenance and storage facility, two power distribution
system substations, and three new parking lots along the route.
In March 2021, LACMTA’s Board approved the formation of the Inglewood Transit Connector Joint
Powers Authority (JPA) with the City of Inglewood to implement and operate the project. The City of
Inglewood is the lead agency for the project and is responsible for overseeing various aspects. On
January 31, 2023, the California State Transportation Agency awarded a $407 million grant to assist
with the construction. Currently, the City of Inglewood and the JPA are working with the FTA to
secure additional funding through a Capital Investment Grant. This project, which will be a Design
Build Finance Operation and Maintenance (DBFOM) project, is expected to break ground in 2024 with
the goal of providing passenger service in time for the 2028 Olympics.
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Inglewood Transit Connector Proposed System Map
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ANNUAL REPORT FINDINGS
This Annual Report, as required by Code of Federal Regulation, Title 49, Sections 674.13(a)(7) and
674.39(a), provides a summary of the activities of California’s State Safety Oversight program for Rail
Fixed Guideway Public Transportation Systems.
The California Public Utilities Commission (CPUC) continues with its ongoing safety and security
oversight activities for Rail Transit Agencies (RTAs). The Federal Transit Administration certified
CPUC as California’s State Safety Oversight Agency (SSOA) on October 23, 2018. The CPUC’s SSOA
program has been a national leader for years and continues to lead in developing a rail transit field
inspection program, a citation program, on-line tools for reporting accidents and tracking corrective
action plans, and other areas that improve safety.
In 2015, the CPUC undertook a strategic planning process to assess new developments in the industries
it regulates, develop priorities for the agency and create an action plan that would align the CPUC's
responsibilities and goals. Commissioners and staff were extensively involved in the development of
the Strategic Directives (SDs) - a set of high-level goals to guide the CPUC's daily activities and
responsibilities. The document was updated in February 2020. The CPUC’s rail transit safety oversight
program, along with the other rail safety programs under the Rail Safety Division, feed into the
following CPUC SDs:
• SD-02, regarding risk management, safety quality improvement, safety assurance, and safety and
the CPUC’s promotion of continuous improvement of safety culture, based on processes
adopting the concepts of Safety Management Systems;
• SD-03, regarding assuring regulated systems are resilient and capable of recovering from
adverse events, and have proactive maintenance programs that are adequate, verifiable, and
auditable;
• SD-05, regarding promotion of compliance with applicable laws, standards, and regulations;
enforcement of applicable laws, rules, and regulations in a fair, consistent, and timely manner;
promote individual and organizational accountability within regulated entities; and continually
improve oversight efforts through regular periodic reviews of CPUC compliance and
enforcement efforts;
• SD-08, regarding responsibly administering CPUC human resources by providing relevant and
practical training and mentoring to staff; maximizing the efficiency and effectiveness of the
agency where possible; using moder technology to help CPUC employees perform their job
effectively; and being a prudent steward of public funds;
• SD-09, regarding engaging in open communications with CPUC staff and outside stakeholders,
by increasing awareness of and engagement in the work of the CPUC, both internally and
externally; communicating the CPUC’s role in facilitating the safe and reliable delivery of
services by regulated entities to diverse stakeholders; providing the public with accurate
California Public Utilities Commission – Rail Safety Division
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information and documents in a timely manner; and supporting an organization-wide culture
and core values through dialogue, critical thinking, learning, innovation, collaboration, and
collegiality.
• SD-10, regarding to impartial, fair, consistent, and transparent decision-making process, by
implementing procedures, practices, and rules for decision-making that are consistent,
understandable, and accessible to the public, interested persons, and parties; and ensuring
decision-making documents in the administrative record are logged and available to the public
to the extent allowed by law, and that accessibility to the record is regularly assessed and
enhanced; and
• SD-11, regarding collaboration and coordination with local, state, and federal entities, as
appropriate, by communicating within the CPUC and to stakeholders the agreed-upon roles
and responsibilities of the CPUC and its governmental partners; coordinating with
governmental entities on the effective and efficient regulation and delivery of services; assessing
the results of governmental collaboration and continuously working to improve it, and giving
due deference to adopted policies and decisions of other state and federal agencies.
In 2023, CPUC’s Rail Transit Safety Branch will continue its rail transit safety oversight activities
including inspections of facilities and operations, oversight of capital projects, and investigations of
accidents and other incidents of rail transit agencies. Plans for 2023 also include initiating a rulemaking
to revise GO 143 series; continue developing the new Rail Safety and Security Information
Management System (RSSIMS) database; adjusting its inspection program to meet new federal
mandates on risk-based inspection program; update the RTSB workload assessment to determine and
justify the resource needs for additional staff to oversee the expanding California rail transit network;
and continue work on developing an on-line system for improved processing and monitoring of
corrective action plans.
