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3:27, 21 December 2017

WHY THERE ARE NONETHELESS TRAINS IN AMERICA WITH NO LIFE-SAVING TECHNOLOGIES


Why There Are Nonetheless Trains in America Without having Life-Saving Technology

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On a summer time afternoon in Southern California nine years ago, a commuter train blew by means of a quit signal and ran head-on into an oncoming freight train, killing 25 individuals.

Right after investigators determined that the crash could have been prevented by automatic-braking technology, Congress ordered all passenger railroads to install new systems by 2016. Considering that then, Congress has extended that deadline and trains have kept speeding into preventable disasters, such as the Amtrak derailment that killed 3 men and women in Western Washington on Monday.

In Amtrak’s case, this is a recurring nightmare. The crash this week was eerily reminiscent of one just two years ago in Philadelphia, exactly where an Acela train barreled into a sweeping curve at 106 miles an hour just before jumping the tracks and rolling more than. Eight folks died.

That crash, as well, could have been prevented by the technologies, known as constructive train control. But five months soon after it happened, Congress gave railroads at least 3 much more years to set up it.

“Here we are, practically 10 years later, and that deadline came and went,” stated Kitty Higgins, a former member of the National Transportation Security Board. “The railroads have been slow-walking it and it nevertheless is not implemented. It is completely outrageous.”

Railroads have cited the cost and complexity of adding the technology, which relies on satellites and radio signals to avoid trains from operating out of manage if an engineer has lost focus or fallen asleep although driving. Business estimates of the total price of installation exceed $ten billion.

But over the years given that the mandate, railroads have continued to devote funds on other priorities, such as new trains and stations and passenger amenities. Because the Philadelphia accident, Amtrak has put the technology into use on the Northeast Corridor, from Boston to Washington. But it is not installed on most other passenger lines, like Lengthy Island Rail Road and New Jersey Transit.

“It is complex, but the railroads have been at this for a very extended time,” said Ms. Higgins, who was the security board’s lead representative at the scene of the California crash. “We put a man on the moon 50 years ago faster than we’ve been able to implement constructive train control. I mean, come on.”

The drawn-out campaign to adopt the technology reflects the conflicting forces at work on the nation’s rails. Freight rail firms are the biggest customers of tracks in most parts of the nation, and they initially did not see enough advantages to investing in good train manage. But passenger railroads usually share these tracks, as Amtrak’s Cascades service does in the Pacific Northwest.

Indeed, the new section of track in DuPont, Wash., close to exactly where the Cascades train derailed on Monday, was an old freight line that had been revamped for passenger trains and named the Point Defiance Bypass. Investigators from the N.T.S.B. have not determined what triggered the crash or if constructive train control would have prevented it. But they mentioned the train was going 80 miles an hour into a curve with a limit of 30 miles an hour, and that, although gear for the automatic-braking method was in location, it was not but in use.

On Wednesday, the Pierce County medical examiner’s workplace identified the third victim of the crash as Benjamin Gran, 40, of Auburn, Wash.

Richard Anderson, co-chief executive of Amtrak, mentioned on Wednesday that the crash was “a wake-up call” and that Amtrak was determined to operate “the safest railroad in the planet.”

Demonstrating good train handle technologies at a Metrolink training facility in Los Angeles Union Station in 2014.CreditDamian Dovarganes/Related Press

Installing the security technologies is only one challenge. The method calls for operators of trains to be capable to communicate quickly and continually with rail organization back offices. These need to be connected with the track’s owners so that actual-time info about track conditions and switches — or curves requiring a slowdown — can be fed into the program that automatically slows or cease a train as circumstances alter. And as in a lot of other components of the nation’s train method, distinct entities personal various pieces. If all three of the components are not harnessed together and working, then none of it functions.

The track employed by Amtrak among Tacoma and DuPont, for instance, is owned by Sound Transit, a regional transportation agency that serves the Seattle metro location. Rachelle Cunningham, a spokeswoman for Sound Transit, mentioned the agency was on schedule to have good train manage installed by the middle of next year. The BNSF Railroad owns most of the rest of the track in the corridor, Ms. Cunningham stated, till the Oregon border, at which point, she mentioned, it becomes Union Pacific’s. When asked why the technologies was not added in time for the maiden voyage, Sound Transit referred queries to Amtrak and Washington State’s Department of Transportation. Amtrak earlier this week referred inquiries on the technologies to Sound Transit.

Cunningham mentioned Sound Transit was only accountable for the track elements on a part of the method, even though Amtrak and other organizations were responsible for the gear on trains, the radio towers and control center.

As they lobbied against the initial deadline in 2015, the railroad industry complained that the date had been set arbitrarily, without having studying how lengthy it would take to create the systems, secure permits and place the projects to public bids. One particular of the most pricey elements of the technology is the need to acquire wireless spectrum over which details about train movement can be transmitted.

Warning that rail lines may possibly have to suspend service and curtail shipments, railroads asked Congress to delay the 2015 deadline. Lawmakers were ready to push it back to 2020, till the Amtrak crash in Philadelphia in the spring of that year.

Legislators settled for a new deadline of Dec. 31, 2018, with an extra, two-year extension attainable on a case-by-case basis. President Barack Obama signed the extension into law in October 2015.

The two Republican lawmakers behind the deadline extension, Representative Bill Shuster of Pennsylvania and Senator Roy Blunt of Missouri, were the leading two recipients of political campaign contributions from the railroad industry in 2016, according to the Center for Responsive Politics.

“We knew the mandate would be challenging, but we hoped railroads would be able to meet that deadline, seven years into the future,” stated Mr. Shuster in 2015 in the course of a hearing to delay the deadline. “Unfortunately, we know right now that will not be the case.”

Senator Richard Blumenthal of Connecticut, a Democrat who sits on the Senate Committee on Commerce, Science and Transportation, called the delays in adopting the technologies “scandalously irresponsible.”

“They have been directly the result of railroads using their political sway to obtain repeated postponements,” he mentioned.

The Senate committee plans to hold an oversight hearing on the status of positive train handle this winter, in the wake of the Washington State crash. When the crash occurred in Philadelphia, Amtrak had a version of positive train manage operating along components of its network, but not on the section of the accident.

Joseph Boardman, a former chief executive of Amtrak, stated the company could have had the method in location all through the corridor a lot more than 15 years ago if Congress had not kept cutting the railroad’s funding. “It’s the same issue that you see everywhere with the infrastructure funding — not enough becoming offered to do the job,” he stated.

For Amtrak, the most recent crash has reinforced the view that the railroad could be skimping on safety. Last year, one of its trains slammed into a piece of maintenance gear in Chester, Pa., killing two workers on the tracks. In a report on that accident, Robert L. Sumwalt, the chairman of the security board, said “Amtrak’s safety culture is failing, and is primed to fail once again, until and unless Amtrak adjustments the way it practices safety management.”

Mr. Boardman, who has at instances been critical of his successors at Amtrak, disagreed.

“Do I consider Amtrak’s unsafe?” he said. “No. It’s not unsafe, not at all.”

A version of this write-up seems in print on , on Web page A21 of the New York edition with the headline: Several Trains Nevertheless Lack Vital Braking Method. Order Reprints | Today’s Paper | Subscribe

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Published at Thu, 21 Dec 2017 02:12:37 +0000










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