Responding to a Senate Commerce Committee study-assignment made at the request of the UTU, the FRA told the nation's railroads it shares the UTU's safety concerns as they "relate to the use of remote control locomotive (RCL) technology in main line movements."

More specifically, those shared UTU-FRA concerns relate to the suitability of RCL technology in non-incidental mainline train movements and the adequacy of training being provided remote control operators (RCOs).

The UTU was the first to alert Congress and the FRA that railroads were using RCL outside yards in mainline operation -- something the FRA said it was "surprised" to learn as the carriers had never notified the FRA they intended to expand use of that technology beyond its tested limitations.

Although the FRA said incidental mainline track operations (such as using a mainline for so-called tail room when switching within a yard) are "generally safe," the agency said, "non-incidental movements over mainline track by RCLs can pose an unacceptable safety risk and should be strictly limited. Further, it appears that remote control operator training provided to date is not sufficient to support non-incidental mainline operations.

"The primary problem with the current state of the RCL technology," said the FRA, "is that it is inadequate to control in-train forces during heavy-haul operations; similarly, we are concerned that the way to operate the RCL over the main track, and its variously graded conditions, without pulling the train apart, may require manipulating the remote control device in a way that is counter-intuitive to the way it was designed to be used.

With regard to remote control operator training, the FRA said, "we have concluded that the typical 80 hours of remote control operator training that is specified in each railroad's locomotive engineer certification program is inadequate to prepare a remote control operator for operating an RCL over mainline track."

FRA concerns about RCL technology

The FRA said it agreed with the UTU that the "speed control feature on the remote control transmitter (beltpack) was originally designed for yard switching operations. When used for switching, such as limited number of cars on a yard-switching lead track with limited horsepower, the system works well," the FRA said.

"When this system is used to haul trains, however, the speed control feature must be circumvented at times to control in-train forces," the FRA said. "The computer is not programmed or designed to make train-handling decisions, such as taking into account the number of cars and tonnage that are in the train being moved or the topography of the track over which the train is operating."

The FRA also agreed with UTU concerns about the RCL braking system, which the agency said is "primarily designed for yard switching movements ... FRA does not believe that further modification of RCL technology could overcome these limitations while providing a level of safety equal to that of conventional operations on the mainline."

FRA concerns about operator training

While the FRA found that training of "experienced" conductors to operate RCL is "adequate," it found inadequacies in the training of less experienced conductors. The UTU advocates significant additional training for new and less experienced employees to ensure they are completely familiar with the physical plant, understand RCL operating procedures, and are otherwise qualified to operate the equipment.

More specifically, the FRA said:

-- Remote control operators should be required to have the same or the equivalent level of classroom training as that provided for conventional train service engineers on each railroad when RCL equipment is used for mainline operations.

-- Each remote control operator should have a minimum of 120 hours of actual, documented hands-on operating experience, and training programs should "remain flexible and provide more than the minimum on-the-job training" to be determined on a "case-by-case basis" depending, for example, upon track profile and environment.

Restrictions on mainline operations

The FRA recommended that where railroads do "choose to conduct RCL operations outside of yard switching operations," they:

-- Establish standard operating procedures that limit RCL movements outside of yard switching operations;

-- Limit those operations to locomotive consists not exceeding 3,000 horsepower, utilizing no more than eight axles;

-- Limit train length to no more than 1,000 feet (approximately 20 car lengths);

-- Limit train speeds to no more than 15 mph;

-- Prohibit operations on any grade of 0.5 percent or greater than extends for more than one-quarter mile.

The FRA warned that while its recommendations "are subject to discussion and adaptation, it will be necessary to determine that reasonable limits are being set in practice or FRA will have to take more definitive action."

The FRA also recommended "that railroads adopt operational restrictions that reflect the inherent limitations of a system configured for yard operations that rely upon radio-frequency transmission of safety-critical demands."

UTU International President Paul Thompson said the FRA letter to carriers "validates what the UTU has been telling Congress, the FRA and railroads since the inception of RCL operations. In fact, these areas have been the subject of extensive discussion during recent mediated negotiations in response to the railroads' Section 6 notices," Thompson said.

"We have made clear to the carriers," Thompson said, "that they must increase the use of mentoring programs that focus on local conditions; that training is not a one-time event and more attention must be devoted to upgrading skills to match introduction of new technology; that greater emphasis must be placed on teaching the proper application of operating rules; and that railroads must stop stretching the envelope by using RCL beyond its design capabilities.

"We expect this FRA letter will accelerate those talks and lead to a safer operating environment," Thompson said.

Click here to view the full letter , which was signed by FRA's associate administrator for safety, Daniel C. Smith, and sent to the presidents of the Association of American Railroads and the American Short Line and Regional Railroad Association for dissemination to all railroad CEOs and chief operating officers.