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Metra is publicizing a new schedule for their BNSF route because the PTC train computers require time for data downloads before each trip. This means that they can not turn a train ("FLIP") as quick as they do now. So instead of turning a train in under ten minutes, they are now going to allow fifteen minutes.
https://metrarail.com/about-metra/newsroom/new-safety-system-prompts-revision-bnsf-schedule
Also the following video dicusses the complexity of Metra's PTC operation where a commuter train's PTC will have to communicate with five different rairoads PTC systems.
https://www.youtube.com/watch?v=pl80rvDHSJU
Ain't Computers and unfunded mandates fun!
Never too old to have a happy childhood!
Electroliner 1935Also the following video dicusses the complexity of Metra's PTC operation where a commuter train's PTC will have to communicate with five different rairoads PTC systems. https://www.youtube.com/watch?v=pl80rvDHSJU
The most honest and factual video I have seen on the implementation of PTC and highlights all the issues that are involved.
Looks like the video was pulled ...
rdamonLooks like the video was pulled ...
Guess it was too honest and factual for a politically guided organization in today's world.
May have found it ...
OK, I don’t get it.
What is the problem? I thought PTC just stopped a train if the train did or was about to do something it was not supposed to. What is all the programing about? Isn’t PTC just PTC? The thread’s insinuation is that human error could cause a programing error that would circumvent PTC and boom!
----------------------------------------------------------------------------------------------------------------------------------- K.P.’s absolute “theorem” from early, early childhood that he has seen over and over and over again: Those that CAUSE a problem in the first place will act the most violently if questioned or exposed.
Metra is saying its trains have to communicate with the PTC computers of the railroads their trains operate on and they operate on up to five different railroads. As I stated, the Southwest service operates on Amtrak, NS, Belt Railway of Chicago, CSX, Indiana Harbor Belt, and Metra.
This is their explanation:
https://www.youtube.com/watch?v=6Q9HsDHeEbU
Would the initiation rules allow for a road foreman to board the rear of terminating train and start initiation of the PTC system ? That would allow time for terminating engineer to secure and walk to rear of train for an opposite direction travel. Now for an engineer change the new engineer would be in position that would seem to be a given way to operate ?
blue streak 1Would the initiation rules allow for a road foreman to board the rear of terminating train and start initiation of the PTC system ? That would allow time for terminating engineer to secure and walk to rear of train for an opposite direction travel. Now for an engineer change the new engineer would be in position that would seem to be a given way to operate ?
I suspect craft rules would prohibit a company official or the Conductor from initiating the operation of the PTC system on the opposite end of an arriving train to facilitate a quicker departure.
I do know on CSX where 'short turnarounds' were necessary on the operation of MARC and VRE commuter trains, those train crews would recieve a set of train bulletins for each train they were operating so they would not have to go to a train order printer location to get their set for the second train ID. How this works in the world of PTC, I don't know.
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