The WashingtonPost.com recently reported that the rail industry is lobbying hard to stall or potentially reverse the FRA’s ruling that freight trains be equipped with ECP (electronically controlled pneumatic) brakes by 2021. Despite the growing number of rail crashes and fatalities involving freight cars transporting flammable liquid, and the growing consensus that ECP is vital to freight rail safety, rail lobbyists are angling for support from the Trump administration to roll back this and other safety mandates.
John Risch, SMART TD Legislative Director, who was interviewed for this article, described ECP brakes as “the foundation of safety in the future of the rail industry….ECP brakes can save the day.” Read the complete article here.
SMART TD Legislative Action Center: Contact your elected representative to voice your support of lifesaving ECP brake systems on all trains by clicking here.
Tag: FRA
In a press release, Southeastern Pennsylvania Transportation Authority (SEPTA) signed an Implementing Memorandum of Understanding (IMOU) with SMART TD Local 61, BLET and the Federal Railroad Administration (FRA) for the Confidential Close Call Reporting System (C3RS). Below is SEPTA’s press release:
PHILADELPHIA (December 12, 2016) – SEPTA, the Brotherhood of Locomotive Engineers and Trainmen (BLET), SMART United Transportation Union-Local 61 (SMART-UTU) and the Federal Railroad Administration (FRA) today signed an Implementing Memorandum of Understanding (IMOU) for the Confidential Close Call Reporting System (C3RS).
As a C3RS site, SEPTA’s railroad conductors and engineers will be able to anonymously report near misses and unsafe conditions without fear of repercussion. SEPTA joins Amtrak, New Jersey Transit, Metra (Chicago), MBTA/Keolis (Boston), Long Island Railroad, Metro North and Strasburg Railroad (Strasburg, Pa) as carriers with C3RS IMOUs.
“Building a strong safety culture is a key organizational goal for SEPTA. We are always exploring ways to expand and enhance our programs,” said SEPTA General Manager Jeffrey Knueppel. “As a C3RS site, we will be made aware of situations that we might not have been previously alerted to so that we can take action to prevent accidents and protect our employees and passengers.”
Under the C3RS system, SEPTA’s engineers and conductors will be able to submit a safety problem or close call online or through U.S. mail to the National Aeronautics and Space Administration (NASA). NASA, acting as an independent third party federal agency, gathers and analyzes all data for C3RS, removes employees’ names and contact information (these are required for the NASA portion of the investigation) and then returns the reports to a peer review team comprised of SEPTA managers, the unions and FRA for review and action.
“We are looking for conditions or close calls other than accidents or injuries that might not otherwise be reported to the FRA,” said SEPTA Assistant General Manager of System Safety Scott Sauer. “We are asking employees to report events that we might not otherwise know about, the warning signs and precursors that could lead to major safety risks and accidents.”
“C3RS, along with PTC [Positive Train Control] implementation, which is nearly complete on SEPTA territory, will greatly improve the safety of our system,” Knueppel said.
“Previously, employees may have been hesitant to report a close call, fearing disciplinary action for themselves or colleagues,” said Sauer. “When NASA returns the report to the peer review team, it is completely scrubbed of any employee information. We never know who submitted the information to NASA.”
For more information on C3RS, click here.
ABCNews.go.com reported that federal regulators are concerned about the lack of progress from NYC commuter rail in implementing potentially lifesaving Positive Train Control (PTC) technology. “The nation’s three busiest commuter railroads — which together serve nearly 1 million riders in the New York City area each day — continue to lag behind their smaller West Coast counterparts in installing sophisticated train-control technology that’s seen as an antidote to crashes involving speeding and other human factors…” Read the complete article here.
Provides new path for passenger safety to be evaluated and achieved; Agency invites comments on proposal
WASHINGTON – The Federal Railroad Administration (FRA) proposed updates for the passenger train safety standards used in the United States as the country looks to add high-speed trains that can travel up to 220 miles per hour and replace its aging passenger fleet. The proposed updates represent nearly a decade of work by FRA’s passenger rail division.
“As several regions of the United States build faster passenger rail service, the trains on those tracks must keep passengers safe,” said U.S. Transportation Secretary Anthony Foxx. “To do that, we want to allow manufacturers to innovate and achieve all-new levels of safety. These proposed changes put us on track to do just that.”
The proposed updates would establish a new category of passenger equipment, Tier III, for trains traveling up to 220 mph. The updates would offer an alternative method for evaluating how well passengers and crews are protected in an accident, often called crashworthiness. The public, railroad industry, railroad labor, manufacturers and other stakeholders will have an opportunity to provide feedback and comment on the proposed rule during the next 60 days.
In addition to measuring a train’s crashworthiness based on whether it meets current prescriptive strength standards, the proposed changes would allow a train’s crashworthiness to be evaluated based on it meeting an equivalent level of safety achieved through crash energy management technology or other innovative engineering methods.
“We look forward to hearing from everyone on how this proposal can help our country build a stronger passenger rail network – one that is not only faster but allows for new technologies to make passenger trains even safer,” said FRA Administrator Sarah E. Feinberg.
Although Tier III trains will be required to have exclusive track to operate at speeds above 125 mph, the new standards will allow Tier III trains to safely share track with current Tier I and Tier II commuter, intercity and Acela trains. Compatibility between equipment types is a key strategy to allow trains to share existing corridors to reach downtown stations.
Click here to view the proposed updates.
On Friday, October 14, 2016, SMART Union united with the Brotherhood of Locomotive Engineers and Trainmen (BLET), Brotherhood of Maintenance of Way Employees Division (BMWED) and the Brotherhood of Railroad Signalmen (BRS), in a joint statement to the Federal Railroad Administration (FRA) that voiced their collective opposition to a recent CSX petition requesting permission from the FRA to remove approximately 125 signals from a stretch of track in Michigan.
Citing reasons of crew safety and public safety, SMART Transportation Division (SMART TD) President, John Previsich and SMART TD Michigan State Legislative Director, Jerry Gibson, worked with SMART and SMART TD’s legislative offices and and leaders from the BLET, BWED and BRS in requesting that the FRA deny CSX’s request.
“Considering the number of residents, homes, schools and churches along this line, and the safety risk involved if these signals are removed, we oppose this request and ask the FRA to deny this wavier,” stated SMART Transportation Division President, John Previsich.
Gibson emphasized safety concerns and also connected the dots between the outcome of the presidential election and future decisions made by the FRA and other president-appointed federal industry boards.
“The SMART TD Michigan State Legislative Board opposition is based on the reason signal systems are put into place: Employee and public safety. As a former qualified engineer and conductor on this line, the territory has a winding path with poor long distance sightlines, making the operable signal system that is currently in place critical to crew and public safety.
“While many may not see the direct correlation between this issue and voting for those candidates endorsed by the SMART TD National Legislative office and State boards, it is a great example. The President of the United States appoints the Director of the Federal Railroad Administration, Surface Transportation Board, Railroad Retirement Board, Department of Labor, and Department of Transportation, to name a few – all of which have the power to determine if these requests are approved or denied,” he stated.
Gibson also added: “If we cast our vote in the wrong direction, the outcome of many issues that directly affect rail labor and their families with be compromised,”
To read the joint labor statement to the FRA, please click here.
The Federal Railroad Administration (FRA) says they began an audit of New Jersey Transit (NJT) in June after noticing an increase in safety violations on the railroad. An FRA official told The New York Times that the agency had issued a series of violations to NJT after the audit was completed. The audit is now being reviewed as part of the investigation of the NJT crash in Hoboken, N.J.
Read more from The New York Times.
Proposed rule: “Competitive Passenger Rail Service Pilot Program”
The Federal Railroad Administration (FRA) published a Notice of Proposed Rulemaking (NPRM) in the Federal Register August 22. This proposed rulemaking from the FRA is a direct result of Section 11307 of the FAST Act which requires FRA to implement a pilot program for competitive selection of petitioners other than Amtrak to operate up to three long-distance routes currently operated by Amtrak. The final rule will establish the procedures for interested parties to submit bids and the information that petitioners must submit to FRA. It will also establish the procedures for the Secretary to evaluate bids, and select and notify selected petitioners, should there be any.
SMART TD, TTD and all of rail labor opposed this concept and other privatization mandates as the bill was going through the legislative process and fought to remove it or include conditions that would protect workers and create a level playing field if it ever went into effect. In the end, while the pilot provision stayed in the final bill, a number of conditions were attached to it at our request and it was limited to three long-distance routes. Given the political realities we face on the Hill and the opposition to Amtrak that exists, this was not an easy task.
TTD submits comments on proposed rule
Yesterday, September 6, the Transportation Trades Department (TTD) of the AFL-CIO commented on the proposed rule published by the FRA. Click here to read TTD’s comments.
National Legislative Director John Risch on TTD’s comments:
“The comments filed by TTD urge FRA to ensure that labor, service and Buy America rules that attach to this program are fully implemented. Specifically, TTD’s comments call on FRA to ensure that so-called 4R rail employee protections cover workers impacted by this program. As TTD notes in their comments, we think the law requires this result, but we need to make sure the FRA implements this in the right way. I should note that Rich Edelman, on behalf of the BMWE (which was not included in TTD’s comments since they are not members) also filed comments. Edelman, who has a strong background in this area of the law, goes into more detail on the legal background on the protections which should be helpful. It is important to note that both TTD and Edelman’s comments are on the same page. (Click here to read Edelman’s comments.) They demand 4R act protections and our comments have a whole section that talks about why they are legally needed to be applied and specifically ask that the proposed regulations be amended to require any winning bidder be responsible for those protections. We also are asking FRA to issue guidance to adopt them to this situation.
“TTD’s comments also urge FRA to adopt hiring preferences and procedures for Amtrak employees and to ensure that any new entity is covered by rail laws just like Amtrak is today.
“We all need to keep this in perspective. Amtrak receives preferential pricing from the Class 1’s to operate over their track, something the Class 1’s have for years decried as inadequate. A new entrant will not likely receive nearly as good an operating rate as Amtrak currently does. If there is a winning competitive bidder on any of these three routes they will only receive 90 percent of the funding that Amtrak currently receives to provide the service making the bidding process even harder.”
SMART TD Testifies before FRA
Today, September 7, the FRA held a public hearing on the proposed rule. SMART Transportation Division National Legislative Director John Risch was at the hearing and testified on behalf of SMART TD. Click here to read his comments.
Add this occurrence to thousands just like it – examples of why two crew members are absolutely necessary to safely operate a locomotive. In a recent news story from NBC Montana, both crew members worked to disengage cargo cars, effectively stopping the fire from spreading and averting a potential disaster. No injuries were reported. Read the complete story here.
The Columbus Dispatch reported that the issue of crew consist has railroads at odds with federal regulators. This comes after the Federal Railroad Administration announced a proposed rule earlier this year requiring two-person crews on trains.
Standing with the FRA, and this rule, are railroad employees, their unions and the public.
SMART TD National Legislative Director John Risch told the Columbus Dispatch, “Today, the only safe way to run a train is with two crew members. I would quit my job before I went out there by myself.”
Click here to read more from the Columbus Dispatch.
The Federal Railroad Administration (FRA) announced a Finding of No Significant Impact on the Northern New England Intercity Rail Initiative (Initiative). This will enable states in the New England region, in partnership with the federal government, to develop plans for and invest in new passenger rail service. Read the complete press release here.