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Sharpsville, Pa. (December 18, 2001)— Cattron-Theimeg Inc. has announced that CSX Transportation Inc. (CSXT) has placed an order for 100 locomotive remote control systems. The terms of the order were not disclosed.
CSX Transportation provides rail transportation and distribution services over a 23,000 route-mile network in 23 states, the District of Columbia and two Canadian provinces.
"The most significant benefit to adopting this new technology is safety," said Alan F. Crown, executive vice president-transportation for CSXT. "One Canadian railroad experienced more than a 50 percent improvement in train accidents after adopting locomotive remote control technology. We're eager to begin realizing these benefits."
"As the leading global provider of locomotive remote control technology, we look forward to working with CSXT and providing our expertise," said Cattron-Theimeg Vice President and COO Jim Robertson.
"This commitment from CSXT signals that Cattron-Theimeg has now moved to the forefront in the U.S. railroad remote control marketplace," added Bill Holt, Cattron-Theimeg marketing director, North American railroads.
With more than 55 years of service to industry, Cattron-Theimeg has implemented Remote Control Technology on nearly 3,000 national railroad locomotives and over 2,000 industrial locomotives throughout the world. With a total installed base of approximately 100,000 remote control systems globally its products are suitable for all industries, from railroads to shipyards, mining to aerospace, steel to agriculture, military to amusement parks, material handling and much more.
Cattron-Theimeg is a global leader in the development, manufacture and installation of radio portable remote control systems, RF data links and related equipment. It has operations in the USA, Canada, UK, South Africa, Brazil and Europe, and is supported by an extensive sales and distribution network throughout North and South America, Asia, Africa and Australia. Offices are located at 58 West Shenango St., Sharpsville, Pa. 16150. Contact Cattron-Theimeg at (724) 962-3571 or through its web site at www.cattron-theimeg.com.
CSX may lead the industry in the deployment of remote-control locomotives among the U.S. Class 1’s, and reportedly has signed a deal to purchase 100 RC units from Pennsylvania-based Cattron-Theimeg.
The other big three American systems have ordered or already purchased only a handful of remote-control packages each for use in yard operations. Union Pacific has purchased five units from Cattron. Norfolk Southern has split its orders, purchasing a pair of Beltpacks from Canadian National subsidiary Canac and two units from Cattron. Burlington Northern Santa Fe has also purchased two Canac Beltpacks.
An industry Web site, ProgressiveRailroading.com, yesterday reported that CSX would acquire 100 RC packs from Cattron-Theimeg. Neither CSX nor Cattron returned phone calls today seeking confirmation of the deal.
Last month, Trains.com reported that CSX would buy 30 units from Cattron. But CSX spokeswoman Kathy Burns said at the time that the railroad would buy “substantially less” than 30.
The Class 1’s this month filed a Locomotive Engineer and Remote Control Operator Certification Program Submission to the Federal Railroad Administration, said Union Pacific spokesman John Bromley. “What this does is amend the existing engineer and hostler program to include remote control,” he said.
The FRA in February issued minimal guidelines for the use of remote control. In October, the United Transportation Union and the National Railway Labor Conference – which represents BNSF, CSX, KCS, NS, and UP – signed a memorandum of understanding that gave the UTU bargaining authority regarding remote control.
The NRLC and UTU will sit down next month to negotiate the terms of RC use. February would be the earliest the railroads would likely begin remote-control pilot projects, but that hinges on the outcome of the negotiations.
Remote-control systems allow a locomotive to be operated from a portable controller that is worn by a crew member or crew members working on the ground. The control packs – essentially miniature control stands – transmit radio signals to a receiver installed on the locomotive.
Some railroads have used the technology to reduce crew size, while others have used RC to increase productivity by having an extra crew member on the ground to throw switches or uncouple cars.
And all say they’ve seen safety benefits that flow from improved crew visibility – the operator of the train can often see where all crew members are – and the elimination of potentially confusing hand-signal communication between brakemen and engineers in the locomotive cab.
"This is a further update regarding implementation of Remote Control "pilot projects" on the CSX.
All CSX Local Chairmen should have received a personal phone call from your General Manager advising that "pilot" remote control operations will begin next week on the CSX (former SCL). This is a quick overview of what has taken place so far and "what" will occur in the near future.
OVERVIEW
A: UNDER WHAT AUTHORITY ARE THE PILOT PROJECTS BEING IMPLEMENTED
Pilot projects for remote control operations are instituted pursuant to Article IX, 1995 UTU National Agreement. This rule established a National Wage and Rules panel to discuss complex issues in a non-confrontational manner while exploring new initiatives. Since the Carriers have agreed to give the "black box" to the UTU, we are now exploring how such could be implemented with respect to wages, rules and working conditions that affect our Membership.
B: WHAT UNDERSTANDING IS IN PLACE TO COVER THIS PILOT PROJECT?
I was notified Wednesday evening of Carrier's intent to implement remote control pilot projects on the former SCL. Carrier advised it intended to begin the process on Monday, January 21, 2002. I immediately contacted the International for guidance and received instructions from then regarding the intent of the National Wages and Rules Panel with regard to remote control operation pilot projects.
I worked very late into Thursday evening and late into Friday evening meeting with the Carrier on this issue. As of Friday at 7:00 p.m., we have a rough draft covering the pilot remote control operations. I will be working with them on Saturday morning to complete this project. In essence, the following is where we are:
1. We have three (3) main concerns; namely: (1) Safety, (2) Protection against job loss; and (3) economic issues.
(a) Safety - We met with Mr. John Drake, head of CSX Rules Department
to discuss rules changes, job briefings, remote control zones and so on.
The Carrier went to the Florida East Coast Railroad and used the plan that
we (UTU) developed down there. In implementation of remote control, the
Carrier can establish remote control zones (an area that is under the absolute
control of the remote control operator). If the Carrier does not establish
remote control zones, then all movements must have point protection. The
yards will have signs posted that designate an area is a remote control
operation and if there are remote control zones, such will be
identified. On initial implementation, complete job briefings will be held
with all crews so that all understand the process and working conditions
for those crews who have not been trained in remote control operations.
We have established a super safe implementation on the FEC, and the CSX
copied it.
CSX will established a committee at each location where remote control operations are implemented. Two members will be from management and two members will be from the UTU. They will meet bi-weekly for the first ninety days and at least monthly thereafter. The Committee will discuss issues related to safety and ergonomic issues. The Carrier will compensate the UTU Members. The UTU Members will be chosen by the UTU
The Carrier has agreed to train craft people to train future remote
control operators. The trainers will be chosen jointly by labor and
management.
Essentially, we have extensively covered the safety aspects with Carrier. The on going committee will address day to day problems. Their recommendations will go straight to the Regional Vice Presidents and Rules Department. They are separate and apart from the UTU Safety Model.
It was also agreed that the local chairmen, where remote control is
implemented, would be placed in training for the purpose of understanding
remote control operations. This will enable them to answer the Membership's
questions. The Carrier will pay for this training.
(b) Training - Carrier will issue bulletins to foreman/conductors and switchmen/trainmen requesting applicants for training for remote control operators. The bid period is for five (5) days. The senior applicants will be taken. Training will be for two (2) weeks, one-week classroom, and one week operating the remote control locomotives. Once the training is completed, the individuals will be certified to operate remote control engines from a remote control status only, similar to hostler qualifications.
The training pay will be at yard foreman's rate.
The Carrier will offer training to all interested employees at the extra board supply point where remote control is implemented. The graduates of the first class will be required to protect the service until the next class completes training. If no one volunteers, the junior employee will be forced.
(c) Protection -- No employees will be furloughed as a result of
implementing remote control operations.
(d) Economic issues - The rates of pay, benefits, and so on, associated with remote control jobs are deferred to national handling as such will be settled there. The Negotiating teams will meet again on February 7, 2002 and hopefully settle the National Wage and Rules Movement, including remote control operations. In the meantime, the rate of pay for remote control operations will be the current foreman and switchman rate of pay. Once the rates of pay are established, the individuals on the pilot project will be made whole, subject to the National Agreement.
C: WHERE WILL THE PILOT PROJECTS BE IMPLEMENTED?
On the former SCL, the two- (2) pilot locations are Baldwin Yard,
Jacksonville, FL and Tampa Yard, Tampa, Florida
D: UTILITY ASSIGNMENTS ASSOCIATED WITH REMOTE CONTROL
We agreed to establish utility jobs to primarily assist remote control jobs. If established, these utility jobs will be paid at footboard yardmaster rate of pay.
E: CONSIST OF CREWS
The crew size of remote control crew will be a" foreman/conductor and a switchman/trainman."
