Under the Railroad Rehabilitation and Repair Grant Program, federal grant funds may be used to repair and rehabilitate damage to railroad infrastructure sustained due to hurricanes, floods, and similar events in counties declared to be major disasters by the President from Jan. 1 to Nov. 6.

Among the possible uses of the funds are restoration of railroad rights-of-way, bridges, and signals. Prospective grantees must exhaust all other federal and state resources prior to seeking assistance under this program.

The SAFETEA-LU Technical Corrections Act of 2008 limits the eligible projects to those in or between: Pittsburgh, Baltimore-Washington, and Atlanta-Chattanooga. FRA may award one or more grants which can be used for preconstruction planning activities and the capital costs of the fixed guideway infrastructure.

“The concept is simple, better brakes allow trains to operate more safely,” Peters said, noting that the Federal Railroad Administration’s (FRA) final rule on Electronically Controlled Pneumatic (ECP) brakes will facilitate the widespread deployment of this technology by railroads and railcar owners.

Peters explained that ECP brakes provide numerous safety and business benefits compared to conventional air brake systems that have changed little since the 1870s. ECP technology provides simultaneous and graduated application and release of brakes on all rail cars within a train, resulting in shorter stopping distances, longer trains that can operate at faster speeds, improved fuel efficiency, and reduced emissions. It also complements other advanced rail safety technologies like Positive Train Control systems, she added.

“I believe that railroads and railcar owners will increasingly realize the benefits of ECP brake systems and will make the necessary investments,” said FRA Administrator Joseph H. Boardman, adding that while ECP brakes are not mandated, the final rule establishes the performance requirements for its use.

Boardman said the final rule permits trains to travel up to 3,500 miles without stopping periodically for certain routine brake inspections – more than double the current limit – because ECP brake systems contain continual electronic self-diagnostic ‘health check’ capabilities that inform train crews when maintenance is required.

For example, an ECP-equipped intermodal container train originating from the ports of Los Angeles-Long Beach may safely travel all the way to Chicago without stopping for a routine brake test. Similarly, ECP brake-equipped coal trains will be able to make quicker deliveries from western coal fields to power plants in the eastern and southern states.

The final rule requires that ECP brake systems fully comply with existing industry standards and that certain railroad operating rules and training programs be modified to ensure workers have the knowledge and skills required to properly utilize the systems.

Under FRA approved waivers, Norfolk Southern Railway and BNSF Railway are already operating several ECP-equipped coal trains, and the Union Pacific Railroad is expected to begin operating some ECP-equipped intermodal container trains this fall.

Boardman offers nearly 34 years of experience in the surface transportation industry at city, county, state, and federal government levels; most recently as the administrator at the Federal Railroad Administration, officials said. He succeeds Alex Kummant, who resigned Nov. 14.
“In an attempt to maintain the momentum at Amtrak, while finding a permanent CEO candidate, the board has appointed Mr. Boardman for one year, but will conduct a search in the coming months for a permanent CEO,” said Board Chairman Donna McLean.

She added that “Amtrak is at a critical juncture and needs a vigorous management vision and ability to take advantage of this unique time. The board has unanimously chosen Mr. Boardman in this capacity because we have complete confidence that his depth of experience and leadership skills will allow Amtrak to maintain growth and implement the requirements of the recently enacted authorization legislation.”

Having served as administrator of the Federal Railroad Administration since April 2005, Boardman was the Department of Transportation designee on the Amtrak board of directors.

Prior to his tenure at FRA, he served as commissioner of the New York State Department of Transportation beginning in July 1997. There, Boardman led a transformation effort that better enabled the agency to respond to the challenges associated with an expanding global marketplace.

In this capacity, Boardman was deeply involved in the operation of the large complement of Amtrak service in the state. In addition, he was chief operating officer of Progressive Transportation Service, Inc., a transportation management company. He was chairman of the Executive Committee of the Transportation Research Board in 2005 and chair of the American Association of the State Highway and Transportation Officials’ Standing Committee on Rail Transportation from 2000-2005.

“I am humbled that the board selected me to lead the company, on an interim basis, at this very exciting time. Over the past decade — in one capacity or another — I have been an active participant in the affairs of Amtrak. I have come to know the company, the culture, a number of employees, and I am keenly aware of the challenges facing us right now,” Boardman said. “In my view, a national intercity, interconnected passenger rail service is critically important for the mobility and energy independence of the United States.”

Boardman is a lifelong resident of New York, and is the second of eight children born and raised on a dairy farm in Oneida County, which two of his siblings currently operate. In 1966, he volunteered for service in the United States Air Force, serving in Vietnam from 1968 to 1969.

Upon receiving an honorable discharge from the Air Force, he earned a Bachelor of Science in Agriculture Economics from Cornell University in Ithaca, N.Y., and a Master of Science in Management Science from the State University of New York at Binghamton. He presently resides with his wife Joanne in Washington, D.C., and has three grown children.

The Rail Safety Improvement Act of 2008 and the Passenger Rail Investment and Improvement Act of 2008 will increase funding for Amtrak over the next five years, require new safety controls on trains that help reduce crashes, allow states to regulate solid waste processing facilities along rail lines and allocate funding for improvements to Washington’s Metro transit system.

The legislation sets “an aggressive deadline” of 2015 for implementation of positive train control (PTC) across most of the rail network, Edward R. Hamberger, President and CEO of the Association of American Railroads previously said in a statement. Hamberger promised that “the freight railroad industry is committed to doing everything it can to ensure that PTC is implemented effectively and safely,” but admitted it would be a challenge.

“For 30 years, the NTSB has been calling for development and installation of an automatic system that would protect passengers, crew members and communities from the dangers of collisions or over-speed derailments, ” Rosenker said.  “Such a system, called Positive Train Control (PTC), will now be mandated for Class 1 railroads and passenger railroads for installation by the end of 2015.  An implementation plan is due in 18 months.  We continue to see accidents every year - such as last month’s commuter rail collision near Los Angeles - that could be prevented with such a system.

“The new law also addresses many train crew fatigue issues that the Safety Board has examined over many years, including hours of service, so-called ‘limbo time’ and work schedules.”  Railroads would have to limit shifts to 12 hours and give workers at least 10 consecutive hours off in a 24-hour period.

Another element of the law addresses the need for train crews to have emergency escape breathing apparatus in locomotives when freight trains are carrying hazardous materials that could pose a threat of inhalation damage, and strengthens track inspection requirements.

In addition, the new law has designated the NTSB as the primary agency for coordination of federal resources to assist families of passengers involved in rail passenger accidents.  The provisions of this legislation mirror those responsibilities assumed by the Board in 1996 following the passage of the Aviation Disaster Family Assistance Act.

“I congratulate everyone in the legislative and executive branches of our federal government who had a hand in passage of this landmark legislation,” Roseker said.  “I urge everyone to begin implementing these improvements as soon as possible so that we can begin to remove some of these items from our Most Wanted list in the not-too-distant future.”

Speaking to the International Railroad Safety Conference in Denver, Colo., Rosenker acknowledged the improving safety trends in the railroad industry over recent decades; since 1980, employee fatalities are down 82 percent and grade crossing fatalities down 59 percent. But accidents continue to occur, and the nation is still shocked by the collision in Chatsworth, Calif., last month that killed 25 and injured more than 100.

Although there is a lot of work that needs to be done before the Safety Board determines a probable cause of that tragedy, “I can tell you that the safety issues we examine in this accident are likely to include some of the same safety issues that we have examined in previous accidents;” specifically, train crew mistakes and inadequate operating procedures.

Rosenker told the assembly that new technologies can provide some of the biggest safety improvements. Primarily among these is Positive Train Control (PTC) systems, “which can provide safety redundancy to override mistakes by human operators and prevent train collisions and over-speed derailments,” he said. PTC has been on the Board’s Most Wanted List of Safety Improvements for 18 years. In particular, he said, the NTSB has recommended that priorities be established for the installation of PTC in high-risk corridors, such as those where commuter and intercity passenger trains operate.

“It is time for the entire industry to commit to the development and implementation of positive train control systems.  You, the industry, must now agree on a format that allows interoperability between systems so that trains can seamlessly move from one railroad to another.”

Rosenker described other technical solutions to safety problems, including electronically controlled pneumatic (ECP) braking, acoustic bearing detectors, wheel impact detectors, and truck performance detectors. He also noted that intelligent transportation systems (ITS) can play an important role in saving lives at grade crossings.

“Why can’t smart vehicles warn drivers when trains are approaching, and direct the drivers to take appropriate action?,” Rosenker said

“Just think how far computer and GPS technology has developed in the past 10 years,” he added. “I urge you to be forward thinking. Work closely with the highway industry to develop useful, intelligent transportation safety systems that can prevent accidents at grade crossings.”

U.S. Rep. Jim Oberstar, D-Minn., said the project has been awarded $1.1 million from the Federal Railroad Administration. The funding will be used to complete an environmental impact statement for the project.

“Work on the Northern Lights Express is moving along at full throttle,” Oberstar said. “This is the kind of project that will save energy and alleviate congestion on our highways.  With high fuel prices, we need to do all we can to give consumers alternatives to driving.”

“Countless communities across the nation are waking up to the economic advantages of brining high-speed passenger rail to their towns and cities.  This grant will enable the Northern Lights Express to take a giant step forward toward the very front of that long line of communities,” said Steve Raukar, Chairman of the Northern Lights Express Passenger Rail Joint Powers Board.

When completed, the Northstar Express will run 150 miles from Duluth to downtown Minneapolis at speeds of up to 110 mph. Portions of the line could become operational by the end of 2009.

Investing in passenger and commuter rail has been one of Oberstar’s priorities as chairman of the House Committee on Transportation and Infrastructure.

Peters released new data today indicating that Americans drove 3.6 percent less, or 9.6 billion miles fewer, in July 2008 than July 2007. Since last November, Americans have driven 62.6 billion miles less than they did over the same nine-month period last year.

Meanwhile transit ridership is up 11 percent, and in July, Amtrak carried more passengers than in any single month in its history, she said.

“At a time when transit and rail are seeing record growth, the very way we finance these systems is at risk. That is because our transit investments come from the same source as our highway investments – federal gas taxes,” Peters said. “Federal transportation policies that rely almost exclusively on gas taxes are failing our state and local governments.”

So as part of a new plan to improve intercity passenger rail service nationwide, Peters announced the DOT is providing $30 million to match local investments in 15 rail capacity projects across the country. These federal-state partnerships will support projects designed to cut delays and expand capacity on existing intercity passenger rail routes and help provide new services where none exist today.

Until now, Peters said, there has been no way for states to qualify for federal funds to match local investments in rail capacity as all federal funds have gone directly to Amtrak.

But, Peters said, comprehensive reform is needed across the transportation system. In July, Peters unveiled a new proposal to reform and target transportation investments where they can best reduce congestion and improve infrastructure, while beginning to move away from relying exclusively on unstable gas taxes to finance transportation in the future.

“A few weeks ago, we saw the folly of our antiquated federal transportation policies when the highway trust fund almost ran out of money. If we don’t evolve our policies, we will leave a sad legacy of old roads, crowded highways, and unfulfilled transit ambitions,” Peters said.

The 15 intercity passenger rail grants the Department is awarding will support planning and construction projects in Arizona, California, Illinois, Maine, Minnesota, Missouri, New York, Ohio, Vermont, Virginia, Washington, and Wisconsin.

The Rail Safety Improvement Act of 2008 and the Passenger Rail Investment and Improvement Act of 2008 will increase funding for Amtrak over the next five years, require new safety controls on trains that help reduce crashes, allow states to regulate solid waste processing facilities along rail lines and allocate funding for improvements to Washington’s Metro transit system.

The legislation sets “an aggressive deadline” of 2015 for implementation of positive train control (PTC) across most of the rail network, Edward R. Hamberger, President and CEO of the Association of American Railroads said in a statement. Hamberger promised that “the freight railroad industry is committed to doing everything it can to ensure that PTC is implemented effectively and safely,” but admitted it would be a challenge.

“Nothing is more important to the railroad industry than the safety of our employees and the communities we serve,” Hamberger added. “Although 2007 was the industry’s safest year in history, we recognize that there is always room for improvement. Provisions of the new safety legislation will help facilitate even more improvements in safety.”

The rail legislation includes the Amtrak reauthorization bill which was developed from similar bills passed by the Senate last year (70-22) and passed by the House earlier this year (311-94). The bill:

– Authorizes $13.06 billion over five years for passenger rail— more than $2.6 billion annually for Amtrak, intercity passenger rail, and high speed rail programs, which is almost double what the U.S. is currently spending

– Requires reforms at Amtrak, including a new Board of Directors, improved accounting and financial planning, and new standards for service reliability and on-time performance.

– Requires a collaborative plan for bringing the Northeast Corridor to a state-of-good-repair by 2018

– Authorizes the Surface Transportation Board to fine freight railroads for delaying Amtrak trains.

– Requires Amtrak stations to comply with disability accessibility standards and authorize funding for such improvements.

The legislation also includes the Railroad safety improvement bill which was developed from similar bills passed unanimously by the Senate and by the House (377-38). The bill:

– Mandates positive train control (PTC) technology on passenger and certain hazmat rail main lines by 2015 and authorize $250 million in Federal grants for PTC installation.

– Guarantees a 12-hour work period and minimum 10-hour disruption-free rest period for train crews and signal employees.

– Limit the amount of time a rail worker may be in “limbo time.”

– Requires a Federal study and regulation on use of cell phones and other device distractions in locomotive cabs.

– Requires risk-based safety programs for all major railroads to prevent deaths and injuries.

– Creates a National Transportation Safety Board office to assist families of passengers following rail disasters.

Also, the Washington Metropolitan Area Transit Authority (WMATA) reauthorization bill, included in this bloated piece of legislation, authorizes $1.5 billion over 10 years for rehabilitation and improvements to Washington D.C.’s rail transit system.

“We are grateful to our entire Congressional delegation and others in Congress who understand the importance of protecting the substantial investment the federal government and the National Capital region have made in the Metro system,” said Metro General Manager John Catoe following passage of the bill. “Metro is an asset designed to serve the federal workforce and the National Capital Region.

“A safe, secure, and reliable Metro system is also a critical component for ensuring the continuity of federal operations during an emergency,” Catoe added.

Also included is the Clean Railroads Act of 2008 which allows states to clean up solid waste processing facilities on rail sites, which have avoided regulation through a loophole in Federal law and applies state standards for air pollution, water pollution and fire safety to transfer facilities handling and storing solid waste in open dumps.

“Today is a transformative and historic moment in our Nation’s transportation system, because we passed legislation improving intercity passenger rail service and enhancing a transportation solution that is affordable, accessible, and environmentally sustainable,” said Rep. James L. Oberstar, D-Minn. “… This legislation greatly increases safety standards for the rail industry, which is good news for rail workers and the general public.”

The bill now goes to the Senate.

“Having a common set of baseline inspection and maintenance practices against which all railroads are measured will help ensure the structural integrity and safety of the nation’s rail bridges for years to come,” Boardman said. He added that the agreement is a major step forward in providing transparency within the industry and for the public about how the safety of railroad bridges is managed.

Boardman explained that the new agreement called The Essential Elements of a Railroad Bridge Management Program was developed and approved by the FRA Railroad Safety Advisory Committee comprised of representatives from the FRA, rail management, rail labor, and other industry stakeholders.

The nine essential elements, which apply to both large and small railroads, include: maintaining a detailed bridge inventory; having procedures for the design and safety rating of bridges; ensuring bridge inspectors are properly qualified; establishing procedures for performing bridge inspections; and having a plan to protect train operations following discovery of a critical bridge problem.

The FRA intends to formally incorporate the Essential Elements into the existing FRA bridge safety policy by the end of 2008, Boardman stated. He added that the new policy will be an integral part of a railroad’s bridge management evaluation.

Actions to improve rail bridge safety are moving on several other fronts as well. The FRA is working to generate risk-based criteria used to select which smaller railroads will receive a federal bridge program review. Additionally, the American Railway Engineers and Maintenance of Way Association developed and recently published the first-ever railroad bridge inspection handbook. In August, FRA purchased and distributed copies of this important new reference guide to each of the more than 700 railroads in the U.S.

The American Short Line and Regional Railroad Association is also creating a model rail bridge management program for use by railroads of various sizes based upon the Essential Elements and the FRA bridge safety policy.