Transit agencies continue to wrestle with the same safety and security issues they’ve faced for years — issues that are exacerbated by the current environment we live in. At the same time, new challenges are coming to the forefront, often as a result of the growing imprint technology has on our lives.
As 2018 draws to a close, it’s a good time to reflect on the state of safety and security in the transit industry. Experts from the American Public Transportation Association (APTA) discuss some of the issues warranting additional focus, along with how the industry is working to address these issues going forward.
Positive Train Control (PTC)
A major safety initiative the industry has been undertaking is the Congressional mandate for PTC installation by the end of this year. The next deadline is December 31, 2020 when full implementation of PTC systems is required.
“The general outlook is very positive based on the progress that has been made—especially regarding the 2018 installation requirement,” said Narayana Sundaram, APTA’s senior director of engineering and commuter rail operations.
According to APTA data compiled back in June:
- 91% of needed radio spectrum had been acquired, with all 100% expected by the end of October
- 85% of 13,698 pieces of on-board equipment on locomotives and cab cars had been PTC-installed
- 79% of 14,083 wayside installations had been completed
- 78% of back office control systems were ready for operation
- 74% of 14,847 employees had been trained
The industry continues to make progress despite some serious challenges. For instance, a limited number of PTC technology manufacturers has strained the installation effort, as has a limited workforce. Thus far the primary need has been for track workers and mechanical staff to help execute PTC installation. Looking ahead to the implementation phase, transit agencies will need integration and testing engineers, as well as administrative staff to help generate the necessary reports to obtain FRA (Federal Railroad Administration) approvals.
Transit agencies are bound to face other challenges during the implementation phase. Once systems are installed, testing on individual components can begin. Once that testing is complete, agencies can move into integration testing to ensure that all components can function together. “Then agencies move into revenue service demonstration (RSD),” Sundaram pointed out. “For the passenger rail industry, that means testing PTC systems while passengers are on board.”
Data from RSD testing is then submitted to the FRA in pursuit of a conditional certification. “A complex challenge arises which is interoperability testing,” Sundaram said. “Railroad hosts and tenants need to be on the same page with all software and components performing compatibly with each other. This can be a challenge.”
Despite this challenge and others, the transit industry has already made progress on the implementation phase. According to APTA’s June scorecard, 34 percent of commuter railroads were in testing, revenue service demonstration, or already operating trains with PTC.
Once a railroad has managed through the installation and component testing steps, Sundaram says much of the battle has already been fought. “An agency still faces completion of the RSD phase, interoperability testing and FRA approval,” Sundaram reminded. “But the industry has been planning for this, and we are very encouraged by the progress made over past seven to eight months.”
Limited funding remains a major obstacle. Paul Skoutelas, president and CEO of APTA, provided written testimony to the U.S. Senate’s Committee on Commerce, Science and Transportation for a hearing on PTC held October 3. Skoutelas urged Congress and the Administration to provide additional PTC funding given the high costs of this effort. Those costs are estimated to be $4.1 billion for implementation, and $80-$130 million per year for operation and maintenance. APTA will continue to lobby Congress for additional funding to support PTC.
Trespassing and Intentional Death
As powerful as PTC technology is, it cannot prevent grade-crossing collisions and trespasser fatalities. Speaking of which, rail crossing trespasser fatalities are at a 10-year high. Some are intentional, others are accidental. Regardless, the transit industry has taken notice.
Polly Hanson, director of security risk and emergency management for APTA, pointed to a few factors when trying to explain why fatalities are up. First of all, suicides in general are on the rise. Secondly, many new rail services are in operation. Social media is also influencing dangerous behavior, such as taking selfies on railroad tracks.
“You train a generation about rail crossing safety, and then they grow up,” Hanson said. “Then the next generation comes along and you start all over. This generation may not understand the dangers because trains are pretty quiet today. But a track is not a cut-through and needs to be taken seriously.”
Some transit systems have very thoughtful, engaged programs. Some participate in regional or local suicide prevention task forces, looking for every opportunity to help prevent this type of tragic event. For instance, SEPTA (Southeastern Pennsylvania Transit Authority) just worked with a regional task force on Worldwide Suicide Prevention Day (September 10). SEPTA also posts signs at stations with a number to call if passengers are not feeling good and think they may want to hurt themselves.
Operation Lifesaver is a non-profit public safety education and awareness organization dedicated to reducing collisions, fatalities and injuries at highway-rail crossings as well as trespassing on or near tracks. Educational awareness resources are made available. Rail Safety Week held the last week of September helps bring heightened attention. This year marked the second year for this initiative.
Cybersecurity
Cybersecurity is a topic of growing importance. It’s not just “on the radar” either; the transit industry has already been affected. “You can do a google search and see who has been hacked,” Hanson said.
Earlier this year, the TSA and FBI conducted a workshop on cybersecurity for APTA’s CEO members. “We’ve actually had sessions on cybersecurity and enterprise risk management at every one of our conferences this year,” Hanson pointed out. “The reality is that buses and trains are really computers on wheels. That means there is an exposure to cyberattack.”
That exposure exists in the form of online ticketing and fare collection, for example, where systems could be vulnerable to hackers. Operations technology for things like signaling, train control and access control is also vulnerable, as are surveillance systems. “We just held a session at our annual meeting in Nashville on big data and how it can help an agency drive efficiencies,” Hanson said. “But big data also creates an additional exposure and must be protected.”
APTA has a group focused on developing cybersecurity standards for the transit industry. A second group is focused on enterprise risk management. “These groups are in the process of developing recommended practices as well as updating existing ones,” Hanson points out.
Homeland Security
The 17th anniversary of 9/11 was just commemorated a couple of months ago. Hanson cautions that even though ISIS has lost territory in the Middle East, and that al Qaeda doesn’t receive the media attention it once did, these terrorist groups have not disappeared.
“These groups are now advocating for terrorist acts that are easier to commit,” Hanson said. “These acts may not be as sophisticated as 9/11 was, but someone who is radicalized online and has a van or knife can carry out an attack. We’ve already seen this demonstrated in New York, as well as places in Europe such as Paris, Barcelona and Stockholm. In many ways it is easier to carry out an attack today.”
It’s not just the major U.S. cities either. Terrorists see public transportation as an attractive target due to its inherent pedestrian traffic. “That’s why we had Brian Michael Jenkins (terrorism expert) speak at our rail conference in Denver this past June,” Hanson said.
Although the terrorism threat has not diminished, Hanson points out that transit security grant funding is not as robust as it used to be. Agencies rely on that funding for equipment and operations, and to increase visibility with law enforcement officers and K-9s during special events, holidays or other high-volume times.
Additionally, the grant funding that does exist is distributed to agencies based on factors such as risk, which is partially based on passenger volume. “The bigger agencies with more passengers benefit, but smaller and mid-size agencies need help, too, because they are also at risk,” Hanson pointed out. “The terrorism threat has not disappeared, it has just evolved. You could say it’s even more challenging today because of the emerging threat of cyber.”
As has always been the case, public vigilance is an important weapon. Transit agencies will continue to communicate strongly with both its employees and passengers. “If something doesn’t look right, report it,” Hanson urged. “Passengers need to be aware of whatever communications mechanism the transit agency allows, such as text-a-tip or perhaps even tweeting. Regardless, we will continue to invite passengers to partner with the transit systems they are using to help keep the transit systems safe.”
