Fiber optic cables, traditionally used for internet connectivity, are now being repurposed for distributed acoustic sensing (DAS) to monitor train activity and infrastructure along railways. By analyzing the vibrations created by trains and other disturbances, scientists can detect potential issues such as track cracks, rockslides, or faults in track alignment. This technology utilizes existing fiber optic infrastructure and can provide detailed insights into the health of railways, potentially preventing problems before they occur.
Fiber optic cables, traditionally used for internet connectivity, are now being repurposed for distributed acoustic sensing (DAS) to monitor various activities such as train vibrations, rockslides, and even elephant footsteps near railroad tracks. This technology, which involves analyzing disturbances in light traveling through the cables, has the potential to revolutionize railroad maintenance and safety by detecting issues such as track faults and rockfalls. While the vast amount of data generated by DAS presents a challenge, advancements in machine learning and AI are being utilized to automate the analysis and improve the sensitivity of detecting events, making it a promising tool for enhancing safety in railroad operations.
Railroads that fail to provide reliable service may be required to share tracks with competitors under a proposed rule aimed at increasing competition in the transportation industry. The rule, known as 'reciprocal switching,' would allow competitors to serve the same customers if a railroad fails to meet minimum service standards.
Major freight railroads in the United States have resisted joining a government safety hotline due to a disagreement over whether they should be allowed to discipline workers who use the hotline to report safety concerns. Unions and workplace safety experts argue that the ability to discipline workers undermines the purpose of the hotline, as it discourages workers from reporting safety violations for fear of retribution. The railroads claim that the system could be abused by workers trying to avoid discipline by reporting known safety violations. The dispute highlights a long-standing effort by railroads to suppress injury and hazard reporting, according to experts.
Federal investigators have recommended that major freight railroads equip every locomotive with autonomous sensors to detect track flaws following a fatal Amtrak derailment in Montana. However, the cost and effectiveness of these sensors are still uncertain, and rail unions argue that they should not replace human inspectors. The National Transportation Safety Board (NTSB) report blamed BNSF railroad for the crash but noted that even with more frequent track inspections, the severity of the problems may not have been noticed without technology to enhance inspections. The installation of sensors on the tens of thousands of locomotives in the fleet would require a significant investment. Railroads have already spent millions voluntarily developing technology to improve safety, but regulators are considering drafting rules for automated inspection sensors.
Two different earnings reports from logistics providers, Knight-Swift (trucking) and CSX (railroads), both indicate a challenging economic environment. However, there is still some optimism for improvement in the future.
Amtrak's $2 billion plan to replace its Acela express trains with high-speed trains has been slowed down due to the old railroad tracks on the Washington-to-Boston corridor. The new trains require modern tracks and infrastructure to operate at their full potential, but the century-old tracks are not capable of handling the new trains' speed.
Tens of thousands of engineers are frustrated with the lack of paid sick time and the demands railroads like BNSF are making in negotiations despite the deals that have been made this year for most of the other rail unions. The Brotherhood of Locomotive Engineers and Trainmen union says the railroads are still asking for too much in return for sick time instead of just providing the basic benefit it believes workers are entitled to.
Engineers at major freight railroads, including BNSF, are frustrated with the lack of paid sick time and the demands being made in negotiations. While other rail unions have reached deals for sick time, the Brotherhood of Locomotive Engineers and Trainmen union says railroads are asking for too much in return. The union is concerned that even where sick time is offered, workers will still be penalized for missing work under strict attendance policies. Bernie Sanders has been pressuring railroads to provide sick time, and more than one-third of all rail workers have gained paid sick time since the start of the year.
The Federal Railroad Administration has issued a safety advisory to railroads, warning them about the potential problems and derailments that long trains can cause. While the advisory did not recommend limiting train size, it did suggest precautions such as ensuring engineers are trained to handle long trains and that locomotives don't lose communication with devices at the end of trains. Members of Congress and state lawmakers have proposed establishing limits on train size, but major freight railroads have pushed back against the idea. The Federal Railroad Administration cited three derailments involving trains longer than 12,250 feet where train length was a factor in its advisory.
A general strike in Greece brought the country to a standstill as workers protested against government neglect and privatization of the train system following a fatal rail disaster that killed 57 people last month. Riot police used tear gas and sound grenades against protesters, and the strike grounded flights, halted public transport, kept ferries docked, canceled classes, and left public hospitals running with emergency staff.
