(From the Summer 2004 Locomotive Engineers & Trainmen Journal.)
CLEVELAND, September 10 — It comes as no surprise to locomotive engineers and trainmen that onboard computers and cab electronics are becoming more and more advanced.
But when there are no federal regulations covering these new technologies, it should also come as no surprise that the Brotherhood of Locomotive Engineers and Trainmen is there, striving to ensure its safe deployment.
In 1992, some railroads asked the Federal Railroad Administration for a waiver of compliance involving the cleaning, oiling, testing and stenciling (COTS) of Electronic Air Brake (EAB) systems. This followed the first installation of advanced microprocessor or computer controlled brakes. In May of 1997, when additional waiver requests were made, the BLE was the only labor organization representing operating employees to step forward and make sure the new technology was implemented in the safest manner possible.
CSXT, BNSF, and Amtrak had hoped to waive portions of the Locomotive Equipment Inspection regulations that called for annual inspections (known as COTS) of brakes because the new electronic air brakes did not have the same parts as the old brakes. The BLE quickly identified the major problem with these waiver requests — there were no regulations in place to inspect and test the electronic components of the new EAB to make sure they were functioning properly and safely. In the interest of protecting its members and ensuring safety, the BLE called for and received a public hearing on the matter.
“This is how a real labor union represents its members in a tough environment,” said Bob Harvey, the BLET’s Regulatory Research Coordinator in Washington, D.C. “You get in there and fight for the safest technology possible. You don’t just roll over and take it just because it is what the carriers want to do.”
As time progressed and as additional waivers came before the FRA, the BLE’s efforts at the public hearing resulted in the FRA granting conditional approval of a waiver for CSXT, provided that CSXT, the supplier (New York Air Brake) and labor (BLET and International Association of Machinists (IAM)) create a joint committee to establish and adopt a test plan proscribing all testing parameters for the new computer controlled brake (CCB) locomotives.
The idea behind the creation of this committee came from the former Conrail system. In 1995, another well-known supplier, Westinghouse Air Brake Company (WABCO), introduced a similar microprocessor controlled braking system. The BLE was instrumental in creating the New Technology Joint Information Committee (NTJIC) to deal with the communication gaps, concerns, and complaints involving the new air brake systems.
The NTJIC developed and implemented a comprehensive training program for Conrail employees, covering 12 basic issues about the new braking equipment that were understandable, brief and informative.
“Some enlightened people realized the users of this technology needed to have a say in its deployment and development,” Brother Harvey said. “Putting your head in the sand and going forward with a new technology, absent regulatory or other oversight, is not an effective way to deal with a complex issue.”
The FRA, CSXT, WABCO, NYAB, and BLET learned from the mistakes on the Conrail system and were able to head-off similar problems with implementation of the newer versions of EAB.
In January of 2001, the first joint meeting on CSXT was held to introduce the New York Air Brake recommended testing criteria for the COTS waiver extension. The committee also developed standards and requirements for the waiver and protocol for the members and their affiliate organizations.
The committee is wrapping up its project now after more than four years of hard work. Representing the BLET on the committee is Bob Sorg, a CSXT engineer from Pittsburgh who serves the BLET as First Vice-Chairman of the Pennsylvania State Legislative Board. Other representatives include BLET member Larry James of CSXT; Jim Wilson of the FRA; Vince Guarrera of New York Air Brake; and Wayne Wilson of the International Association of Machinists (IAM).
The results have been outstanding. According to Vince Guarrera, who is the Systems Engineer Program Manager at NYAB, his company now has one of the top braking technologies in the country.
“We are the only company in this country who has gone to eight years with our locomotive brake equipment,” he said. “It’s something we as a company are proud to stand behind.”
As part of the FRA’s conditional waiver, it demanded that any new braking technology must go no more than five years between inspections. CSXT, in the interest of saving money, wanted to go more than five years between inspections.
“The CCB Committee was charged with validating this equipment beyond five years to eight or eight and a half years,” Brother Sorg said.
After four years of work, NYAB’s products have done just that, thanks in part to the help and scrutiny of the CCB committee. Guarrera said teamwork was an important part of the committee’s success.
“What the BLET and IAM brought to the table was the ability to understand the equipment as used in the real world,” he said. “They brought a vigilance and scrutiny to the process that made sure nothing fell through the cracks.”
Over the past four years, numerous test locomotives were equipped with the new CCB brake systems and placed in mainline service. During that period, the locomotives were brought back in for testing by the CCB Committee eight different times. The testing consisted of major, week-long “tear down” events, in which the braking equipment was dismantled bit by bit, analyzed, and inspected down to each individual spring, nut and washer.
“It’s amazing to see eight year old equipment looking very good, almost new,” Guarrera said. “We have seen some degradation, but eight and a half years is a wonderful accomplishment for locomotive control systems.”
Even though the work of the CCB Committee began in 2001, the equipment they are testing was first developed in 1992. There has been considerable improvement since that time and according to Brother Harvey.
“Our commitment to verify these safety critical locomotive components is a normal response to the responsibility we have as a union,” he said. “Assurance of quality benefits all the parties.”
The theme of teamwork was prevalent throughout the process.
“What we’ve actually done here is build a team,” said Brother Sorg, whose involvement with the EAB systems dates back to the days on Conrail and the establishment of the NTJIC. “It’s not often in our industry that things can work this way, but we’ve proven they can. I’m proud of the organization we have here.”
Brother Wayne Wilson, who is Local Chairman of IAM Local 1073 and an Executive Board Member of District 19, agreed.
“Sometimes it was a challenge, but for the most part it worked well,” said Brother Wilson, who has 32 years of railroad experience. “The parties were very respectful of the unions’ input.”
From his perspective at CSXT, Larry James said that having everyone working together on the same page helped insure the utmost scrutiny of all components and practices.
“The teamwork and dedication by members of this committee, and the results they achieved, will allow locomotive engineers, trainmen, and other rail employees to know that their interests and safety with respect to new air brake technology are continuously being monitored and the equipment improved upon,” James said. “The education that I have received as a result of being a committee member has been extremely valuable.”
The regulatory process is now coming full circle. Other Class 1 railroads have observed the successes achieved by the CCB Committee and have asked the FRA for similar waivers. However, simply requesting the eight-year waiver won’t mean they’ll get it.
“What we’ve done here is to set the standards very high for EAB,” Brother Sorg said. “Other railroads will have to meet this bar to receive the full benefits of the waiver. We’ve set the standard for the industry in terms of safety and quality for this new technology and that will help ensure the safety of our members.”
President Hahs extended thanks to those involved and offered congratulations for a job well done.
“The BLET wants to extend its appreciation to CSXT, New York Air Brake, the Federal Railroad Administration, GE, EMD and every engineer who provided input for their cooperation, support and assistance in this project,” President Hahs said.