MARYSVILLE, Mich. — Most people’s idea of a remote-control train likely is a miniature set run by an excited boy pushing rail- car speeds to the limit, the Times Herald reported.
In some ways, that image has come true.
Rail cars can be operated via remote control, but debate is rising about the safety of the technology.
Marysville in December became the fourth U.S. city to pass a resolution stating safety concerns with remote-control trains. Officials in Detroit, Baton Rouge, La., and Shreveport, La., have passed similar resolutions.
A member of a railroad engineers union urged the move by the Marysville City Council saying use of remote-control trains is causing an increase in rail accidents. Union officials plan to make similar presentations at other local municipalities in which remote trains operate.
Rail companies argue the remote-control units improve safety. They said union complaints aren’t based on safety concerns, but rather job loss. Rail engineers who used to oversee railcar switching in yards are being replaced by remote-control operators.
Arbitration hearings about whether rail companies are violating union agreements by using remote-control operators were heard in Chicago in November. A ruling is expected this month.
Setup
Instead of relying on radio communications or hand gestures to switch cars in often loud and sometimes foggy yards, rail companies in the United States, including St. Clair County, are phasing in the use of remote-control units.
Remote operators fitted with 31/2-pound control units use the devices to switch trains and move them along yard limits. Each train requires two remote operators; one essentially is a backup.
Yard limits for CSX Transportation include a set of tracks that runs from Port Huron through Marysville to St. Clair.
Concerns
CSX officials in December took the Marysville City Council on a demonstration of remote-control trains.
Councilman Jim Essad said his fears raised by the union were eased by the demonstration that showed safety features. He remains concerned, however, because trains often carry hazardous materials.
“I can see a lot of advantages, but I can’t see running remote-control trains in Marysville with what type of materials these trains carry,” he said.
CSX officials said their remote-control operators hop on trains traveling from Port Huron to St. Clair — still within yard limits — and are required to get off and check for traffic at public road crossings that are not gated before proceeding.
Remote-controlled trains never travel more than 10 mph, they said.
Trains are dangerous enough even with an engineer on board, said Joseph Zuniga, 62, a retired rail worker from Port Huron.
“I remember when we had remote-control units at the St. Clair Edison plant years ago, and I never did trust them,” he said of the early remote technology used by his former employer, Port Huron & Edison Railroad, in the early 1980s. “It can’t take the place of a human.”
Debate
Rail companies said remote units have reduced employee injuries.
The Brotherhood of Locomotive Engineers said remote-control units are causing more accidents because of the lack of training required by remote operators.
A rail engineer must complete eight months of training before becoming licensed, while a remote-control operator is required to undergo 40 hours of classroom training and 40 hours of hands-on training.
Remote-operated trains marked with an orange flashing light are an invitation to terrorists, union officials said.
“We understand technology is changing,” said Greg Powell of the Michigan State Legislative Board of the Brotherhood of Locomotive Engineers.
“We just want it done cor-rectly. … We think the (remote-control operator) training is substandard. Some of the (operators) have never even handled a train before.”
Pedro Zarazua, a foreman with CSX’s Detroit division, said the remote-control trains have operated in Canada for more than 10 years and have been proven to increase worker safety.
He said the union’s real issue with the remote operation is the fear engineers are losing work to the technology.
“All the engineers replaced by the technology still have a job, but they’ll have to exercise their seniority on the road,” he said of engineers who may have to relocate.
Some engineers also have chosen to become certified in the remote-control operation instead of moving, he said.