Technology

Amtrak to Operate System that Might Have Prevented Crash

Published

9 years ago

May 14, 2015

Reporter II

(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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Community

Advanced Conductors Provide Path for Grid Expansion

Utility companies in the United States could double electric transmission capacity by 2035 by replacing existing transmission lines with those made from advanced materials, according to a new study published Monday in the Proceedings of the National Academy of Sciences.

Published

7 days ago

October 29, 2024

Oakland Post

Photo courtesy UC Berkeley News.

By Matthew Burciaga

UC Berkeley News

Led by Duncan Callaway, professor and chair of the Energy and Resources Group (ERG), and Amol Phadke, an affiliate and senior scientist at the Goldman School of Public Policy, the first-of-its-kind study details a faster and more cost-effective way to expand the grid and connect the more than 1,200 gigawatts of renewable energy projects awaiting approval. The analysis was first published last December as a working paper by the Energy Institute at Haas and has been covered by the New York Times, the Washington Post, Heatmap News, and other news outlets.

“Expanding transmission capacity is critical to decarbonization, and we sought to study ways to build it faster and cheaper,” said Callaway.

It currently takes 10 to 15 years to build a new power line and the U.S. is building transmission lines at a lower rate than it was in the past decade. Without sufficient capacity, renewable energy projects often sit in limbo for years as transmission operators study what upgrades—if any—are needed to accommodate the increased loads.

The authors modeled various scenarios to determine if replacing existing transmission conductors with those made with advanced composite-core materials—a process known as reconductoring—could provide a pathway to faster grid expansion.

Several reconductoring projects have been initiated in Belgium and the Netherlands, and utility companies in the U.S. have used the material to string transmission lines across wide spans like river crossings. That technology, however, has not made its way to the majority of overhead power lines that feed residential and commercial customers.

“As we learned more about the technology, we realized that no one had done the detailed modeling needed to understand the technology’s potential for large-scale transmission capacity increases,” said Phadke.

Based on the authors’ projections, it is cheaper—and quicker—for utility companies to replace the 53,000 existing transmission lines with advanced composite-core materials than it is to build entirely new transmission lines.

They assert that doing so would reduce wholesale electricity costs by 3% to 4% on average—translating to $85 billion in system cost savings by 2035 and $180 billion by 2050.

“The level of interest we’ve received from federal and state agencies, transmission companies and utilities is extremely encouraging, and since our initial report, the Department of Energy has committed hundreds of millions of dollars to reconductoring projects,” said co-author Emilia Chojkiewicz, a PhD student in ERG and an affiliate of the Goldman School of Public Policy. “We are looking forward to learning about these projects as they unfold.”

Additional co-authors include Nikit Abhyankar and Umed Paliwal, affiliates at the Goldman School of Public Policy; and Casey Baker and Ric O’Connell of GridLab, a nonprofit that provides comprehensive technical grid expertise to policy makers and advocates.

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Black History

A Life of Inventions: Engineer and Physicist George Alcorn

George Edward Alcorn Jr. was born on March 22, 1940, in Indianapolis. Growing up in a family that valued education, Alcorn developed an early love for science and mathematics. He excelled in school, and attended Occidental College in California, where he earned a bachelor’s degree in physics in 1962. He received a master’s degree in nuclear physics in 1963 and a Ph.D. in atomic and molecular physics in 1967 at Howard University.

Published

1 week ago

October 28, 2024

Oakland Post

Portrait of George Edward Alcorn Jr. Debbie McCallum, Public domain.

By Tamara Shiloh

George Edward Alcorn Jr. was born on March 22, 1940, in Indianapolis.

Growing up in a family that valued education, Alcorn developed an early love for science and mathematics. He excelled in school, and attended Occidental College in California, where he earned a bachelor’s degree in physics in 1962. He received a master’s degree in nuclear physics in 1963 and a Ph.D. in atomic and molecular physics in 1967 at Howard University.

Alcorn began his career in developing scientific technology in private industries, starting a career as a physicist for IBM. His career took off when he joined several prestigious companies and research institutions, such as the Aerospace Corporation, where he developed important technologies for spacecraft. In 1978, he accepted a position at NASA’s Goddard Space Flight Center, where he worked for the remainder of his career. There, he developed technologies for space stations and private institutions across the nation, becoming a key figure in the field of physics and space exploration.

Alcorn is well known for his groundbreaking work on X-ray spectrometers. An X-ray spectrometer is a device used to identify different elements in materials by analyzing the X-ray wavelengths they emit. His improvements allowed the instrument to detect X-rays with greater accuracy and efficiency. This invention has been critical for NASA’s space missions, aiding in the analysis of planetary atmospheres and surfaces, including Mars and other planets in our solar system.

He also contributed to the development of plasma etching, a process used in manufacturing microchips for computers and electronics. His work in this area advanced semiconductor technology, which powers everything from smartphones to satellites.

Another accomplishment was the development of new technologies used in the Freedom space station in partnership with space agencies in Japan, Canada and Europe, though their projects never made it to space.

Throughout his career, Alcorn received several awards and honors, including NASA’s Inventor of the Year Award in 1984. In 2010, he received the highest honor from NASA’s Goddard Space Flight Center. In 2015, Alcorn was inducted into the National Inventors Hall of Fame for his invention of the imaging X-ray spectrometer.

In addition to his work in the lab, Alcorn dedicated much of his time to teaching and mentoring young scientists. As one of the few African American scientists working in advanced fields like physics and space exploration, he has been an inspiration to young people, especially those from underrepresented groups in STEM (science, technology, engineering, and mathematics). He taught at Howard University and worked to encourage more African Americans to pursue careers in science and engineering.

George is quoted as stating, “The big thing about being in science and engineering is that if you have a good, interesting project going, work is not coming to work, it’s coming to an adventure.”

George Edward Alcorn passed away June 19, 2024.

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Antonio‌ ‌Ray‌ ‌Harvey‌

Gov. Newsom Touts California Economic Success

In a 20-minute interview on Oct. 10, Gov. Gavin Newsom said California’s economy is in great shape due to achievements in certain areas. The Governor was speaking at the 2024 California Economic Summit event hosted by California Forward in Sacramento. It was attended by more than 100 leaders from industry, community, and the private, public, and nonprofit sectors.

Published

2 weeks ago

October 21, 2024

Oakland Post

Gov. Gavin Newsom. File photo.

By Antonio Ray Harvey

In a 20-minute interview on Oct. 10, Gov. Gavin Newsom said California’s economy is in great shape due to achievements in certain areas.

The Governor was speaking at the 2024 California Economic Summit event hosted by California Forward in Sacramento. It was attended by more than 100 leaders from industry, community, and the private, public, and nonprofit sectors.

“It is an exciting and dynamic time,” said Newsom. “Thirty-two of the top 50 AI companies are all here in California. We dominate in tourism – record breaking tourism last year.”

“It isn’t by accident that California is an economic powerhouse,” Newsom continued. “Whether it be around education, infrastructure, or immigration, we’re following a formula for success.”

In Newsom’s overview of the state’s economy, he didn’t include why two companies decided to leave for the state of Texas. SpaceX and Chevron announced their departures over the summer.

Billionaire Elon Musk is moving the headquarters of his companies X and SpaceX from San Francisco to Texas. After 140 years of doing business in California, Chevron is heading to the southwestern state as well.

Chevron employs 2,000 workers in San Ramon. It operates crude oil fields, technical facilities, two refineries, and services more than 1,800 retail stations in California.

“There will be minimal immediate relocation impacts to other employees currently based in San Ramon. The company expects all corporate functions to migrate to Houston over the next five years. Positions in support of the company’s California operations will remain in San Ramon,” Chevron shared in an Aug. 2 press release.