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CTY LTD Update
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on what has happened since the CTY LTD Ratification.
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Cause is offered, but
questions linger for inquiry
Source: New York Times
Published: September 14th 2008
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WASHINGTON — Whatever Metrolink’s initial assertion about the cause
of the deadly train crash Friday in Los Angeles, there is still room for
a thorough and revealing investigation, safety experts said.
Rail line says train ran red signal
If an engineer did run a red signal, as a Metrolink spokeswoman said
Saturday, the first question would be why.
“They are basically putting the whole burden of this accident on the
shoulder of the operator,” said Najmedin Meshkati, a professor of
industrial and systems engineering at the University of Southern
California. “This is really like blaming the victim. We need to know,
Why did he fail to respond to this signal?”
Did backup systems fail, or were they not used when they should have
been, Dr. Meshkati asked.
The National Transportation Safety Board, which despite Metrolink’s
admission will coordinate an investigation into the crash, has a history
of turning up not-so-obvious causes in train wrecks and other accidents.
When two commuter trains collided in Hoboken, N.J., in February 1996,
the early supposition was that an engineer, working a 12-hour shift, had
fallen asleep. He died in the collision, but the safety board found that
he had become colorblind because of diabetes and could not read the
signal, and that his employer, New Jersey Transit, had failed to detect
the problem. The board, known for its thoroughness, had found the clue
in the engineer’s medicine cabinet.
The safety board sent a team of 14 experts to California, and the
Federal Railroad Administrationsent nine. Officials from Metrolink and
Union Pacific, the operator of the freight train struck by the commuter
train, as well as unionized railroad workers and workers from the State
of California, will also take part in the inquiry.
Once the wreckage is cleared away, a standard step will be to see
whether the signal system was working properly. Then visibility tests
will be conducted using identical equipment, at the same time of day, so
the angle of the sun is the same.
Remains of the crew members are typically subjected to forensic
toxicology tests to detect signs of impairment from drugs.
Investigators have not yet retrieved the “event data recorder” from the
locomotive of each train. It records the speed, direction, throttle
position and brake application. The authorities will be looking to see
whether the brakes were applied on either train and, if so, whether they
The crash is certain to revive a debate over “positive train control,”
which takes over if an operator fails to slow or stop when a signal says
to do so.
There are several forms of positive train control. One uses radio
signals broadcast from the side of the tracks and received by the
locomotive. In another, the train uses G.P.S. to figure out its own
position, much as a car does, and compares it with information received
from the rail system about where it is authorized to operate.
An analysis of 195 train collisions in 2006 found that 90 percent were
caused by “human factors,” like inattention, medical incapacitation and
For years, the safety board has recommended that such systems be made
mandatory, and some railroads have adopted them.
A spokesman for the Federal Railroad Administration, Steve Kulm, said,
“There are still technical challenges and financial issues that need to
be overcome” before positive train control can be mandated.
His agency rewrote the regulation covering signals and train controls in
2005, for the first time in 20 years, he said, “to take advantage of all
the technological development that has happened since the early 1980s
and to encourage the development and deployment of positive train
“There are railroad executives and Federal Railroad Administration
people who are in effect willing to accept a number of these types of
crashes each year,” said Barry Sweedler, a safety consultant who retired
from the board in 2000 after 30 years. Such systems should be installed
first, he said, on tracks that carry passenger trains, because the
potential for casualties there is much higher.