The railroad industry, carriers and suppliers alike, is facing a daunting task to meet the U.S. governments mandate for Positive Train Control functioning on all lines on which passenger trains or TIH (toxic inhalation hazard) traffic moves.
The industry, through the Rail Safety Advisory Committee (RSAC) and other groups, is working closely with the Federal Railroad Administration on PTC implementation and a new rulemaking, Subpart I, which will govern PTC.
FRA Deputy Associate Administrator for Safety Grady Cothen gave the FRAs outlook during a May 4 speech at the Railway Age/Parsons International Conference on Communications-Based Train Control. His remarks follow:
"Two interesting things happened on the way to PTC deployment, and they are necessary background.
"First, the Congress decided to throw fuel on the long-raging battle between the railroads, symbolized by the AAR, and the TIH shippers.
"They did this by using the presence of TIH traffic as the criterion for installing PTC in the absence of passenger trains.
"Why they would do that at the last minute given that neither House had called out the 0.3 percent of rail traffic that is deemed to be poison inhalation hazard under the DOT regulations as a criterion for PTC implementation is something I have not been able to nail down.
"We understand that TIH is a 'bet the company' issue for the CEOs, but we are less clear how that became the sine qua non of PTC.
"Second, the ink on President Bushs signature for the rail bill, which itself signaled a big shot in the arm for passenger rail, was barely dry when President Obama decided that high speed rail would be a signature issue for economic recovery and investment in Americas future.
"In a Washington instant, there was $8 billion where before there was none; and more was promised in the Presidents budgets for 2010 and beyond.
"So now, the remnant of FRA folks who thought we would get high speed rail in our prime are scrambling to make it happen now, in the middle of a freight rail network where half of the big four dont want to do vital onboard processing, notwithstanding Amtraks earnest and likely farsighted appeal.
"Already you think you know what FRA is going to do. But you probably dont. Im not sure I do, and the proposed rule is starting an expedited clearance process this week, at least in bits and pieces.
"So where are we, how are we going to get to where we are going; and, by the way, where do we really want to go?
"Where are we? First of all, its not where we wanted to be.
"Attendees at these conferences to this point have either been either gluttons for punishment, given the number that have heretofore been held, or possessed of a real vision regarding what communication-based train control could do for the railroad industry and the nation.
"Many of us hoped that technology development would be progressed to conclusion in a reasonable time and that initial investments would be followed by extensive deployment of CBTC, yielding significant improvements in safety as a natural byproduct to be enjoyed by all.
"But here we are, and thus far the congressional mandate for PTC has heightened cooperation among the major freight railroads, opened brand new dialogues among the passenger railroads and their partners in joint operations, and led to very constructive conversations in the RSAC that have clarified a host of issues and have given FRA a foundation on which to build implementing regulations. Just last week, FRA circulated the proposed rule text as reported by the PTC working group to the full RSAC for concurrence.
"Meanwhile we have been working very long hours to finalize the proposed rule, and our colleagues at the Office of the Secretary and the Office of Management and Budget are apparently game to do an expedited and concurrent review.
"We want to get the proposal out, do a quick comment period, and call the RSAC working group back together to refine the product in areas where further light might be shed or additional agreements might be reached. Without question, differences may remain, but not so many we cant move forward.
"How are we going to get there? A final rule is due by October; PTC Implementation Plans and Development Plans by April 16, 2010, with FRA action of some kind within 90 days thereafter.
"We are adding some staff and also expect to have some short term contract assistance providing access to additional engineering talent.
"Full PTC Safety Plans will follow.
"Finish the job by Dec. 31, 2015: Thats the official line, and I for one am sticking to it.
"Already there are those who are 'adjusting expectations' and familiarizing the Washington power centers with the enormous difficulties ahead. Indeed, according to some, the impossibility of it all.
"For those folks, Ive got some advice based on over four decades in this town: Cool it, go home, do your best to get the job done, and let the rest take care of itself.
"FRA has been and will be at your side as this process unfolds. If there are genuine problems, we will vouch for you.
"If we think you are avoiding decisions to generate excuses, you are toast.
"Never in recent memory has it been so important that industry and government work together to get the job done, and thats how we need to get there.
"Where do we really want to go? Here I have to tell you that Im speaking for myself and not the Administration.
"First, I think we need to go to a place thats within our reach. The temptation will be to go for the ultimate version of the hardware and software, and that will mean it doesnt get done on time.
"Second, we need to go to a place where railroads use this stuff to do things beyond avoiding disaster.
"Yes, I know this tends to contradict which I just said, but the point is this: Dont forget that this needs to be an integral part of the business plan. TCS (Advanced Train Control System) was supposed to be the heart of a new electronic railroad that would transform service quality and asset utilization.
"In many ways, thats still possible, and we can add fuel conservation and environmental attainment to the list. Now add ECP brakes and youre looking at gains in capacity, as well.
"Plus, railroads that are technology leaders command more respect when it comes to public/private partnerships.
"We wont ever get to that place if we cry in our beer that traffic is down and cash flows are weak, and, gosh, we cant conceive putting PTC anyplace it isnt absolutely required.
"If I had a nickel for every time learned representatives of the Class I railroads lectured me that 'you dont apply PTC to corridors, you apply it to the network,' Id already be retired.
"Well, guess what? They were right. Can we get it done all at once? Obviously not. Is there an opportunity to get a head start on this thing if the message sets and radio protocols can be delivered real quickly? Yes, there should be.
"Even if you havent seen the pictures of all those locomotives in storage, you have probably seen the locomotives in storage.
"Traffic is slack. Relatively speaking, track time is available. We know traffic will come back, at least a lot of it.
"So lets get ahead of the curve. Yes, its easy for me to say this, since I dont have to come up with the capital.
"But, if all else fails, FRA is sitting on the better part of $35 billion in RRIF (Railroad Rehabilitation and Improvement Financing) authority; and repayment need not begin for five years. Only $7 billion is reserved for other than Class I railroads, so theres some room to work here.
"Up to this point, it was important for major railroads to show interest in PTC and stay poised to act, should lightening strike a board room or should a terrible accident occur that might prompt congressional action.
"Now is the time to deliver. For our part, FRA is determined not to provide any excuses why it cant be done. More important, creative and energetic railroaders and their suppliers are poised to make it happen; and many are in this room today.
"Tomorrow Joseph Szabo of Illinois takes the oath of office as Federal Railroad Administrator.
"Joe likes to talk about the Rail Renaissance, and just before the recent economic downturn the vision of such a future was palpable.
"Our economy after the recovery will be different than before, Im sure, but all bets say that America will still need railroads.
"Lets make them proud railroads, unafraid of the future; dedicated to safety and profitability; building markets and serving communities; conserving resources and protecting the environment; and keeping promises and looking to an even greater future."
NEW YORK, N.Y. -- The New York City Transit Authority intends to replace subway motormen with positive train control (PTC), leaving the conductor as the only crew member under computerized train operation, reports Trains magazine in its July 2004 issue.
The computer operated subway trains are scheduled to begin operation in March 2005 on the Transit Authority's L Line, which runs from 14th Street and 8th Avenue in Manhattan to Canarsie in Brooklyn.
Other routes are expected also to be equipped with positive train control, with the entire subway system computer operated by 2025, said the Transit Authority.
The only crew member remaining, reported Trains magazine would be the conductor, who would operate the doors.
WASHINGTON - Joe Szabo is now UTU's former Illinois state legislative director, having officially taken office Tuesday morning, May 5, as federal railroad administrator.
May 5, 2009
-- Edited by Snippy on Tuesday 5th of May 2009 10:30:46 AM
__________________
I think LAMCo is done with the neo-nazi CSX rejects -- Pipes FC 8/5/23
The only crew member remaining, reported Trains magazine would be the conductor, who would operate the doors.
June 15, 2004
"The BLE has been trying to whip up the false fear that locomotive engineers will cease to exist as an historic craft or class if the UTU wins an election on the Union Pacific Railroad," said Byron A. Boyd, Jr., UTU assistant president, who is a Union Pacific engineer. "They have been misleading their members and all locomotive engineers."
During his speech at the opening session of the Washington Regional Meeting, Boyd reported on the NMB hearings, which began on July 6 and concluded on July 10. Joining UTU General Counsel Clint Miller's legal team was former Secretary of Labor Ray Marshall, who served under the Carter Administration.
"I believe that the UTU presented a powerful and convincing case that shows one union should represent the employees who work in the engine cab," said Boyd. "There has been a lot of BLE hoghead hogwash saying that the UTU is trying to do away with the craft of locomotive engineer.
"Well, I'm an engineer from the Union Pacific Railroad," Boyd continued, "and there is no way the UTU is going to do away with the craft of locomotive engineer - or any other historical craft. Our Unity Agreement and Constitution prohibit it."
Boyd said, " That's a very different tune than what the BLE's propaganda machine has been spewing out about the UTU trying to destroy the historical craft of locomotive engineer. Once again, the truth is out there."
The only crew member remaining, reported Trains magazine would be the conductor, who would operate the doors.
June 15, 2004
"The BLE has been trying to whip up the false fear that locomotive engineers will cease to exist as an historic craft or class if the UTU wins an election on the Union Pacific Railroad," said Byron A. Boyd, Jr., UTU assistant president, who is a Union Pacific engineer. "They have been misleading their members and all locomotive engineers."
During his speech at the opening session of the Washington Regional Meeting, Boyd reported on the NMB hearings, which began on July 6 and concluded on July 10. Joining UTU General Counsel Clint Miller's legal team was former Secretary of Labor Ray Marshall, who served under the Carter Administration.
"I believe that the UTU presented a powerful and convincing case that shows one union should represent the employees who work in the engine cab," said Boyd. "There has been a lot of BLE hoghead hogwash saying that the UTU is trying to do away with the craft of locomotive engineer.
"Well, I'm an engineer from the Union Pacific Railroad," Boyd continued, "and there is no way the UTU is going to do away with the craft of locomotive engineer - or any other historical craft. Our Unity Agreement and Constitution prohibit it."
Boyd said, " That's a very different tune than what the BLE's propaganda machine has been spewing out about the UTU trying to destroy the historical craft of locomotive engineer. Once again, the truth is out there."
