BNSF has let contracts to get work done to install Positive Train Control starting in the Pacific Northwest. BNSF has contracted to have all power operated signals (all remaining searchlights) replaced on the Bellingham, Seattle, Scenic, and Fallbridge Subdivisions. This is a FRA requirement for PTC. The Subdivisions named cover the BNSF from the Canadian Border to Portland, OR, from Seattle to Wenatchee, WA , and from Vancouver, WA to Wishram, WA. This work will be completed this year. Expect more contracts to be announced soon. Word is that BNSF wants to get as much PTC work done as possible before the end of 2012. Currently BNSF has a contract with the signal maintainers that allows work to be contracted out under certain conditions. This contract expires at the end of 2012. The fact that BNSF has been bought by Berkshire Hathaway may have allowed BNSF to make heavy expenditures upfront with the expectation they can cut back later once PTC is up and running. Doesn't hurt that they can probably get better deals from Contractors in this recessionary time. Much like the C&O was able to do during the Great Depression.
Any idea if this was completed and if they installed new towers supporting the PTC?
Probably the new rules allowing one year write-off of capital expenditures has some influence here. I expect we will hear of much spending on projects that have been held up during this recession.
I noticed that RCL Wiring has been doing signal work around here lately. Have you heard about BNSF installing PTC in central California?
"No soup for you!" - Yev Kassem (from Seinfeld)
Much of the work being done in the field by U.S. railroads at this time is updating relay-based wayside signal technology with microprocessor technology to make-ready for PTC, installing communications backbone, verifying what equipment is already in the field and where it is, and installing point detection systems where none are installed at present. Most of this is conventional wayside signaling work.
Note that "PTC" itself, at least a PTC system that will be functional, interoperable, reliable, and safe, on a national scale as opposed to a demonstration project, does not yet exist. It is still being designed.
RWM
I may be wrong but wouldn't catch points be a cheaper solution than PTC in signaled areas?
geoff64 I may be wrong but wouldn't catch points be a cheaper solution than PTC in signaled areas?
What do you mean by catch points? In 45 years of US railroading I have never heard the term. PTC has been mandated by the FRA in the wake of the Chatsworth, CA incident (which occurred on signaled track) and the Granite, SC incident (which occurred on unsignaled track).
Never too old to have a happy childhood!
In my 46 years of railroading, a catch point as it is called in Australia and the UK is a single bladed point (switch) which will derail the train if it goes beyond it's authority.
They very well would be, but the solution they would provide is not the solution the U.S. Congress mandated, so the point is moot.
Power-operated derails (what we call them) actually are being installed in conjunction with PTC in certain conditions, such as protection at a diamond of a railroad equipped with PTC against trains on a railroad not equipped with PTC.
There are several basic reasons why power derails will not meet the Congressional mandate of PTC:
This is a very simplified overview.
European railroads are also seeking to create a standard PTC system, which from my up-close work with them and observations appears to be even more expensive and complicated than the system that U.S. railroads are designing.
Thanks for that Railway man.
BNSF is aggressively replacing any remaining CB&Q searchlights on the Chicago-Aurora racetrack, as well as between Aurora and Galesburg on the Mendota Sub. BNSF replaced the signals at Naperville a month ago and replaced between Montgomery and Somonauk on the Mendota Sub. New signal equipment is up as far west as Zearing on the Mendota Sub but not active.
Terrific update on BNSF. Any reports from other railroads?
geoff64 In my 46 years of railroading, a catch point as it is called in Australia and the UK is a single bladed point (switch) which will derail the train if it goes beyond it's authority.
In the US that is simply known as a 'Derail'. Railway Man has given a succinct explanation why just derails are incompatible with the governmental mandate.
The Europe one would be more expensive and complicated-they've got a bunch of high speed trains over there. really, with their rail system as it is, I'd expect it to be this way. I wonder at what point the system kicks in and shuts down such trains. Would it also know to take over if an engineer is braking for a stop, but has not applied the brakes enough? Would it know that more is needed and automatically do it? What would the engineer/dispatcher see when the system kicks in?
daveklepper Terrific update on BNSF. Any reports from other railroads?
A friend of mine, John Peterson, recently discovered NS installing antennas and other equipment in Birmingham, Alabama for PTC. He was able to get pictures of the install and antennas.
Warren
Not sure of what all BNSF has been doing around here, but they have been installing new track side control boxes (Cabinets?) both East, and West out of Wellington. As well as on the Ark City Sub down into Oklahoma, and up towards Wichita. About all the old stuff left are a couple of Signal Masts at Mulvane in front of the old Station (nee:AT&SF) with old style round signal heads) All the signals seem to have LED style lights and the same for the various road crossing warning lights.
UPRR on its OKT line South from Wichita through Caldwell,Kansas has installed new signal heads and has just this past year don a major line rehabilitation .
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