The National Transportation Safety Board wants freight and passenger railroads to incorporate new technologies that boost the effectiveness of existing positive train control technologies.
Transport Canada says it is initiating the first steps toward implementing a version of positive train control in the country.
The Transportation Safety Board of Canada wants the country’s major railways to install enhanced train-control technology similar to positive train control in the U.S.
The Canadian government will be working with stakeholders and labor to implement its version of PTC, called enhanced train control.
Rail-related provisions in the newly signed infrastructure bill span from federal grants to support infrastructure projects to studying the impacts of positive train control and train lengths.
Positive Train Control, and how it works
Positive train control (PTC) is a way to automatically stop a freight or passenger train before a collision.
Positive train control, also known as PTC, is a safety technology aimed at automatically stopping a freight or passenger train before a collision. This Ask Waves article describes what it is, its history and its future implications.
FRA announces the full implementation of PTC as well as interoperability among competing railroads.
Nearly 92% of the U.S. Class I rail network is interoperable and close to fulfilling the federal positive train control mandate by the Dec. 31 deadline, according to FRA data.
The Rail Pulse members control a potential car fleet universe of about 300,000 units.
The Class I’s have reached 100% compliance with three of the five categories required to reach full implementation.
The revisions encourage technology integration and encourage preventative measures, say some stakeholders.
Interoperability between host and tenant railroads nears 60% at the end of the first quarter, up from 48% in December.
The pandemic is exacerbating existing problems with vendors and software installation, according to a federal report.
Positive train control has been fully implemented on the Class I rail network, with 48% of the network able to communicate with tenant railroads.
Darren Prokop explains why Positive Train Control – a positive safety measure for “Lower 48” railroads – doesn’t make sense for the Alaska Railroad.
Improving rail volumes and service are among the crucial issues to look out for as the railroads reveal their 2020 guidance in the coming days.
Buttigieg proposal part of candidate’s $1 trillion infrastructure plan.
The next step is achieving full interoperability with other railroads.
The implementation of Positive Train Control is the largest technology program deployed in CN history and they are already ahead of the game
Prioritizing high-risk motor carriers for interventions an added challenge.
This week we step inside the world of an industry that’s been rolling for nearly 200 years. Ian Jefferies of the Association of American Railroads talks about rails role in the economy, an industry in transition, Precision Railroading, Positive Train Control, drones, data, and automation.
The Class I railroads are steadily implementing positive train control, but the railroads overall still have a ways to go before the December 2020 deadline.
The Federal Railroad Administration is asking freight and passenger railroads to apply for grants aimed at upgrading infrastructure or enhancing safety.
“I think we’re at a critical juncture. Six months from now I think we’ll be able to take a closer pulse to where things are.”
Only 17 percent of the relationships between the U.S. passenger and freight railroads required to utilize positive train control technology have interoperability, meaning that the host railroad can communicate with a non-host train through the technology, according to data released by the Federal Railroad Administration.
Positive Train Control isn’t just about safety anymore as the railroads revisit how the technology can generate capacity and save money.
The railroads have delayed installing life-saving automatic braking technology for another two years, and the NTSB is running out of patience.
Amtrak train 91, which was traveling from Penn Station in New York to Miami, should have been on the main line, but it was directed to tracks just east of it, where a CSX train was parked.
