Technology

Amtrak to Operate System that Might Have Prevented Crash

Published

8 years ago

May 14, 2015

Oakland Post

(AP Photo/Matt Slocum)

Joan Lowy, ASSOCIATED PRESS

WASHINGTON (AP) — The deadly Amtrak derailment near Philadelphia appears to be yet another accident that didn’t have to happen.

It could have been avoided if a long-sought safety technology had been operating on its tracks and trains, according to information gathered by accident investigators.

On Thursday, Amtrak President Joseph Boardman said the nation’s passenger railroad will begin operating the technology, called positive train control, throughout its busy Northeast Corridor by the end of the year. The technology was installed on the tracks where the accident occurred, but it had not been turned on because further testing was needed, he said in an interview.

Seven years ago, Congress gave Amtrak and freight and commuter railroads until the end of this year to install the technology, on their trains and tracks. But few railroads are expected to meet the deadline. Now lawmakers are proposing to give railroads another five to seven years to get the task done.

The technology used by most railroads relies on GPS, wireless radio and computers to monitor train position. Amtrak’s system uses transponders, which emit transmit information through radio signals. Both types of systems can automatically brake to prevent derailments due to excessive speed, collisions with other trains, trains entering track where maintenance is being done or going the wrong way because of a switching mistake. It’s all aimed at preventing human error, which is responsible for about 40 percent of train accidents.

A preliminary review of the Amtrak train’s event data recorder, or “black box,” shows it was traveling at 106 mph in an 80 mph zone just before it entered a curve where the speed limit is 50 mph, according to National Transportation Safety Board investigators. The train’s engineer applied maximum braking power seconds before the crash, but it was too late.

At least eight people were killed and about 200 injured in the derailment.

“We are very keen on positive train control,” NTSB board member Robert Sumwalt. If such a system had been in operation, “this accident would not have occurred,” he told reporters.

The Philadelphia accident shares similarities with a 2013 derailment in New York on the Sunday morning after Thanksgiving. A Metro-North commuter train derailed in the Bronx, killing four and injuring dozens of others. The train’s engineer had fallen asleep and failed to slow the train from 82 mph to the maximum authorized speed of 30 mph as it entered a curve. An NTSB investigation concluded that crash would also have been prevented by positive train control.

Not counting Tuesday’s derailment, the NTSB has investigated 29 passenger and freight train accidents that officials say could have been prevented by positive train control since 2004. Sixty-eight people died and more than 1,100 were injured in those crashes. The board has been urging installation of the technology, or its precursors, for 45 years.

In 2008, a month after a commuter train and a freight train collided in Chatsworth, California, killing 25 people, Congress passed a law requiring that positive train control be installed by Dec. 31, 2015. But railroads have long complained that complications will prevent them from meeting that deadline.

In March, the Senate Commerce, Science and Transportation Committee approved a bill that would give railroads until 2020 to install the technology, and another two years after that if they need more time. The Brotherhood of Locomotive Engineers and Trainmen, which opposed the bill, complained at the time that some of its provisions would make it virtually impossible for federal regulators to ever force freight railroads to implement the technology.

The bill’s key sponsors — Sens. John Thune, R-S.D., Roy Blunt, R-Mo., Bill Nelson, D-Fla., and Claire McCaskill, D-Mo. — have each received more than $100,000 in contributions to their campaigns and political committees from the rail industry over the course of their careers in Congress, according to the political money-tracking website OpenSecrets.org.

Several of the senators said in statements or through their aides that reports by government agencies show railroads need more time. One of the hurdles is getting all the railroads to agree on systems that will work on everyone’s tracks despite differing policies and operations. Such interoperability is necessary because freight railroads frequently operate on each other’s tracks. Commuter railroads and Amtrak also often operate on freight rail tracks.

Amtrak has been one of the more aggressive railroads in installing the technology. So far, the system is in operation from Boston to New Haven, Connecticut; from New Brunswick to Trenton in New Jersey, and from Perryville, Maryland, to Washington. It has also been installed on some routes in the Midwest. Amtrak has spent $110.7 million since 2008 to install PTC.

An older, less-robust technology that can also slow trains if they go too fast called automatic train control was installed on southbound tracks through the area where the derailment occurred, Boardman said. However, the technology was never added to northbound tracks through the site because many years ago a decision was made that it was unlikely a train would be going fast enough to risk derailment, he said.

“For decades we have seen preventable derailments and collisions occur,” said former NTSB Chairman Deborah A.P. Hersman. “If we do not implement technology such as PTC to prevent these events, we will continue to see them for the foreseeable future.”

One of the obstacles is the cost to industry of implementing positive train control, estimated at more than $10 billion. A Republican-controlled House panel approved deep spending cuts to Amtrak’s budget on Wednesday just hours after the Philadelphia accident. An attempt by Democratic lawmakers to boost Amtrak spending by $1 billion was rebuffed.

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Follow Joan Lowy on Twitter at http://www.twitter.com/AP_Joan_Lowy.
Copyright 2015 The Associated Press. All rights reserved. This material may not be published, broadcast, rewritten or redistributed.

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Black History

Granville Woods: The Black Edison

Granville T. Woods, a name that reverberates through the annals of technological innovation, was a trailblazing inventor whose contributions transformed the world. Born before the U.S. Civil War, Woods overcame significant obstacles to become one of the most prolific inventors of his time.

Published

2 months ago

July 11, 2023

Oakland Post

Granville Woods. Public domain photo

By Tamara Shiloh

He was born on April 23, 1856, in Columbus, Ohio. Coming of age during the era of racial segregation, Woods faced immense challenges in pursuing his passion for engineering. Denied formal education, he taught himself through relentless self-study and practical experience. Despite racial discrimination, Woods went on to establish a successful career as an inventor, leaving an indelible mark on American technological advancements.

He left school at the age of 10 due to his parents’ poverty and apprenticed in a machine shop learning the trades of a machinist and blacksmith. At 18, he worked as a fireman on a railroad in Missouri, moving to Springfield, Illinois, where he worked at a mill. From 1876-78, some sources say he attended college and studied mechanical and electrical engineering.

He worked on a steamship and rose to the position of chief engineer before returning to Ohio where he became an engineer with the Dayton and Southwestern Railroad. He established a business as an electrical engineer and inventor in 1880 in Cincinnati, reorganized it as the Woods Electric Co. and 12 years later, moved research operations to New York City where he worked with his brother, Lyates, who was also an inventor.

Granville Woods’ most significant contributions were in the field of railway technology. He invented numerous devices that revolutionized the safety and efficiency of railroad systems. One of his notable inventions was the “Synchronous Multiplex Railway Telegraph,” which allowed communication between trains, reducing the risk of accidents.

Additionally, Woods developed the “Induction Telegraph System,” enabling moving trains to communicate with station operators. His inventions played a pivotal role in enhancing the safety, reliability, and coordination of train operations, earning him the nickname “The Black Edison.”

Beyond the railroad industry, Woods made groundbreaking advancements in electrical engineering and communication. He invented the “Telegraphony,” a device that combined the telegraph and telephone, allowing voice communication over long distances.

Woods also developed the “Multiplex Railway Telegraph,” which allowed simultaneous communication on multiple telegraph lines. His inventions greatly influenced the development of telegraph and telephone technology, leading to improved communication systems.

One invention that is still used today is the safety dimmer, allowing theaters to decrease their electricity use by 10%.

Before he died of a cerebral hemorrhage in Harlem on Jan. 30, 1910, he had sold a number of his devices to Westinghouse, General Electric and American Engineering.

Woods held over 60 patents for his inventions, leaving an enduring legacy in the field of engineering. Woods’ contributions were posthumously recognized, and in 2006, he was inducted into the National Inventors Hall of Fame.

Bay Area

President Joe Biden Concludes Bay Area Visit

President Joe Biden has concluded his three-day trip to the Bay Area after departing Wednesday morning from San Francisco International Airport on Air Force One. On Monday, Biden visited Palo Alto to announce a $600 million investment toward climate adaptation strategies across the country.

Published

3 months ago

June 25, 2023

Oakland Post

On Tuesday, Biden discussed the future of artificial intelligence technology with Newsom and a collective of tech leaders at the Fairmont San Francisco hotel. The discussion comes as AI tools like ChatGPT emerge into the public sector. The technology is both promising and risky -- Biden noted that while it may boost productivity, AI can also make spotting misinformation harder and put human jobs at risk.

By Olivia Wynkoop
Bay City News

President Joe Biden has concluded his three-day trip to the Bay Area after departing Wednesday morning from San Francisco International Airport on Air Force One.

On Monday, Biden visited Palo Alto to announce a $600 million investment toward climate adaptation strategies across the country.

He announced the investment at Lucy Evans Baylands Nature Interpretive Center and Preserve, a marshland estimated to protect nearly 1,600 homes from flooding and sea level rise. Biden noted the preserve as a “success story” in the efforts to better prepare for climate-induced natural disasters and mitigate carbon pollution.

He also announced an additional $67 million in federal funds for California to build power lines. Gov. Gavin Newsom, who also attended the announcement, said the assistance will support the state’s push for 100 percent clean energy by 2045.

A White House representative said Biden then went on to attend two re-election campaign fundraising events, one hosted in Los Gatos and another hosted in Atherton.

On Tuesday, Biden discussed the future of artificial intelligence technology with Newsom and a collective of tech leaders at the Fairmont San Francisco hotel.

The discussion comes as AI tools like ChatGPT emerge into the public sector. The technology is both promising and risky — Biden noted that while it may boost productivity, AI can also make spotting misinformation harder and put human jobs at risk.

The president said he is committed to implementing safeguards to ensure there are no threats to national security or the economy before these tools become public.

The discussion included input from Dr. Arati Prabhakar, Director of the White House Office of Science and Technology Policy, Tristan Harris of the Center for Human Technology and Jim Steyer of Common Sense Media, among other Silicon Valley stakeholders.

Later Tuesday, Biden attended two more fundraisers in Marin County and San Francisco before heading back Wednesday morning to Washington, D.C., according to White House officials.

Copyright © 2023 Bay City News, Inc. All rights reserved. Republication, rebroadcast or redistribution without the express written consent of Bay City News, Inc. is prohibited. Bay City News is a 24/7 news service covering the greater Bay Area.

Bay Area

MARIN CO.: RETROFITTED BLACK HAWK HELICOPTER TO BE USED FOR NORTH BAY WILDFIRES IN PARTNERSHIP WITH PG&E

A Black Hawk helicopter modified to haul 900 gallons of water will be boosting the Marin County Fire Department’s aerial resources this fire season in a pilot program with PG&E. The Marin County Board of Supervisors at its regular meeting Tuesday authorized the fire department’s chief to enter into an agreement with PG&E for the trial program.

Published

3 months ago

June 24, 2023

Oakland Post

This modified, PG&E-owned Black Hawk Sikorsky UH-60A will be stationed in the North Bay as part of a trial partnership with the Marin County Fire Department from July-October 2023. (PG&E via Bay City News)

By Thomas Hughes

Bay City News

A Black Hawk helicopter modified to haul 900 gallons of water will be boosting the Marin County Fire Department’s aerial resources this fire season in a pilot program with PG&E.

The Marin County Board of Supervisors at its regular meeting Tuesday authorized the fire department’s chief to enter into an agreement with PG&E for the trial program.

PG&E owns the helicopter, which is a Sikorsky UH-60A model. PG&E will pay for the cost of operating the helicopter in county areas for the first two hours of flight time per mission, up to a total of 40 hours of flight time during fire season. It will also cover the cost of staging the helicopter and having pilots on standby. Operators will be from Red Bluff-based PJ Helicopters.

Fires that are burning in state or federal land can be fully reimbursed by relevant partner agencies, according to Marin County Fire Chief Jason Weber, who made the request to the board.

The Black Hawk will be exclusively available to the Marin County Fire Department and partner agencies, which will have the ability to utilize the helicopter in other North Bay Area counties as needed.

Weber said the partnership will provide a resource that the fire department otherwise couldn’t afford.

“The cost of aircraft is prohibitively expensive, I would say, for small organizations like us or even our local government partners, cities, towns that are out there,” Weber said during his presentation.

The addition of the dedicated helicopter is meant to provide additional capacity when other air resources provided by Cal Fire are tied up elsewhere.

A PG&E spokesman who spoke at the board meeting said it was the first such pilot program the utility had undertaken.

“This partnership represents a pivotal moment in our collective efforts to address the wildfire risk that threatens our communities,” said Mark Quinlan, senior vice president of wildfire & emergency operations at PG&E.

Operational command during fires will go through the fire department’s command center. Requests by partner agencies to use the helicopter will also go through the fire department.

The program will run from July through October.

The location where the helicopter will be staged is still undetermined, but it will be somewhere in the North Bay, according to Weber.

Cal Fire has two aircraft designated to cover Marin County. One is staged at Moffett Federal Airfield in Santa Clara County and the other is stationed at the Boggs Mountain Helitack Base in Lake County.

“This gives us a resource that’s a little bit closer, with the goal that we’re keeping small fires small,” Weber said.