CONSIDERING RADIO REMOTE CONTROL OPERATIONS? WHAT YOU NEED TO KNOW

Transcription

1 CONSIDERING RADIO REMOTE CONTROL OPERATIONS? WHAT YOU NEED TO KNOW By Tony Habovstak Railroad Industry Specialists New Business Development Manager Control Chief Corporation September 11, ,728 CONTROL CHIEF CORPORATION 200 WILLIAMS ST BRADFORD, PA FAX:

2 CONSIDERING RADIO REMOTE CONTROL OPERATIONS? WHAT YOU NEED TO KNOW The term Remotely Controlled Locomotives (RCL) refers to a locomotive which, through the use of a radio transmitter and receiver, can be operated by a person not physically located at the controls within the confines of the locomotive cab. RCL operations began their evolution in steel plants and other industrial in-plant switching operations. Today RCL technology is being used on a grand scale worldwide. Short Line, Regionals and Class One railroads were slowly moving into RCL operations until the FRA issued a Safety Advisory in February 2001, which established recommended minimal guidelines for the operation of RCL. Since the issuance of the guidelines, the railroad industry has taken steps to implement RCL in their operations on a grand scale. This paper highlights What You Need to Know if you are considering RCL operations, based on FRA guidelines. The intent of this paper is to assist the reader in making an educated decision for the implementation of radio remote controls for the locomotive industry.

3 REMOTE CONTROL LOCOMOTIVE (RCL)

4 LOCOMOTIVE / RAILCAR MOVER REMOTE CONTROL, IS IT NECESSARY? The following questions should be addressed to determine if there is a real need for remote control operation(s). What is the objective of your operation? Does your operation have economical problems? Would remote control improve operator efficiency? Does your operation do yard switching? Do your operation do railway maintenance? Does our operation need to enhance Safety? Is there a need for Provide Point Protection? *All of the above must be considered to operate a safe and productive rail operation. * Other Possible Objectives: Monitor Operating Environment Reduce Accidents and Incidents Load or Unload Ballast, Ties, Rail or other construction materials Operation in Hazardous applications Switch and Classify Railcars Build Out Bound Trains Remotely Operate Maintenance of Way (MOW) Equipment Load Out Application Inspect Rail Equipment Organize Movements, Yard Classification Line Switches

5 Couple and Uncouple Couple Air Hoses With increased efficiency operating RCL or other equipment, will I be able to handle additional customers and their demands? Remote control technology is very cost effective when installed on locomotives or railcar movers including MOW equipment. Statistics have proven that RCL operations provide greater safety, efficiency and productivity. Consider very carefully what your objectives are. Then contact a vendor for additional assistance in planning your remote control operation.

6 JUSTIFYING REMOTE OPERATIONS, RETURN ON INVESTMENT There are many potential investment factors and operating expenses to consider in remote systems justifications. Use the following when considering investment decisions. These areas of investment and operating expenses may not occur in every application but they provide a good place to start: Condition of the equipment to be remotely controlled. Does it need expensive repairs and updates? New Equipment Costs Remote Control Costs Safety Energy Costs Manpower Requirements Maintenance Requirements Reduced Equipment and Product Damage Improved Service and Increase in Customer Base Performance results may be available from current users of RCL Technology. A point to emphasize is that RCL can be integrated into comprehensive control systems, including online tracking, monitoring of operations and equipment fuel and maintenance economy. Real time tracking is important in today s customer service orientated world. GPS tracking, and remote control switching with electric switchgear is now available. These options will be discussed later.

7 The return on investment (ROI) must take into consideration the above information and couple that information with how many hours or shifts per day the system is operated (Actual operating costs). The RCL investment and operating costs are compared to those of a non-rcl (manual) operation. Also to be considered are the improved operating safety issues, and improved operating efficiency including less damage to product and equipment. Generally speaking, a RCL System will pay for itself within 12 months based on a single eight hour shift, five day work week. Leasing Radio Remote Control is an option one could consider. Leasing allows one to implement cost efficient technology with very little cash out lay. Leasing provides a way to own Radio Remote Control technology and does not show up on the balance sheet as an asset or a commercial loan. Leasing companies will take a lease on radio remote controls including the installation, for a maximum term of 60 months.

8 CAN MY LOCOMOTIVE OR MOW EQUIPMENT BE REMOTE CONTROLLED? There are various types of motive power that can be equipped with radio remote operation, they including: Locomotives Railcar Movers Overhead Cranes Locomotive Cranes Maintenance of Way Equipment such as: a. Tampers b. Tie Cranes c. Hi-Rail Equipment d. Speed Swings e. Spikers f. Ballast Regulators g. Rail Profile Machines Rail Gates Signals Conveyors Hydraulic and Air Operated Equipment Rotating Bridges

9 A phone call to the Radio Remote Control supplier about the make, model and year of the equipment being considered to be equipped with remote control technology will provide you with information on whether your equipment can be remotely operated. Older mechanical equipment requires electro-mechanical interfaces. This in turn requires complex installation. In addition, the cost may be greater than a newer piece of equipment that has pneumatic and electric functions. If you are purchasing new equipment or having equipment reconditioned or remanufactured, it is best to have the installation of the radio remote control equipment done at the factory or repair facility.

10 REMOTE CONTROL TECHNOLOGY A remote control system consists of a transmitter worn by an operator and a receiver mounted on the equipment. The receiver is a single control cabinet approximately 30 by 20 mounted inside the locomotive cab, which includes a Programmable Logic Controller (PLC). In the case of Control Chief s Train Chief II the base platform is designed around the Allen-Bradley SLC-500 PLC technology. Control Chief is an Encompass Partner with Rockwell Automation. This design provides the owner security having support worldwide with replacement parts available through Rockwell s 5,000 distributors in the United States and abroad. Transmitter The transmitter weighs less than 6 pounds including the battery. The transmitter includes a breakaway support harness that is adjustable of fit the person comfortably. As you can see, the transmitter is small, ergonomic and compact. The transmitter is designed to operate with either hand. Built of heavy gauge aluminum, the transmitter is moisture proof and includes controls designed for rugged service. A custom designed encapsulated patch antenna is used for maximum performance. The transmitter is designed to mimic the controls located in the cab of the locomotive.

11 Basic Features of a Transmitter: Combined Throttle and Independent Brake Lever - a single-spring-return-to-center lever controls both functions, and is easily adaptable for electric or pneumatic throttle controls Directional Change a three-position toggle switch for Forward, Reverse or Neutral; locks in place to prevent conflicting commands Sand, Bell and Horn Controls Emergency Stop Button - gives remote operator the ability to halt the locomotive in an emergency Deadman Operation - begins a "deadman" count-down to brake application whenever throttle/brake lever is returned to center position Low Main Reservoir Air Pressure Sensor Tilt and Tilt Bypass - sounds an alarm and sets off an E-stop count down if transmitter is no longer in vertical position Man-Down Alarm - sounds locomotive horn to alert others to a man-down situation and commands an automatic emergency stop LED Diagnostic Display - includes self-test on power-up and automatic fault indication Easy Troubleshooting - simple LED diagnostics pinpoint system faults to module level. Embedded system diagnostics with Allen-Bradley SLC 500 Train Chief II offers an expanded range of options to customize your remote control system to your requirements including:

12 Remote man-down alarm - sends alarm message to central location wirelessly Automatic speed control Data logging, local and/or remote diagnostics Advanced wireless communication features including cell phone and satellite-based technology Headlight control - front and/or rear of locomotive Status/Strobe lights mounted externally on the cab of the locomotive Wheel Slip alarm (with existing sensor) - automatic sanding /automatic throttle reduction Uncouple control Pitch and Catch - operation transfers commands between two operators Proximity Limit alarm - warns operator or automatically limits motion at given locations Engine Protection Package o Over Current Sensing monitors electrical circuits and lowers throttle automatically if engine is at risk of a red line condition o Low Oil Pressure sensor shuts down remote system when oil pressure is outside pre-set limits o Engine Water Temperature sensor shuts down remote system when temperatures are outside pre-set limits Remote indication of locomotive parameters displayed on transmitter

13 Integrated Connectivity: GPS Systems Cellular phone links Equipment tracking network integration Archiving Equipment economy monitoring and reporting Automated remote control Real time data Switch list down loading to operator (paperless system) Automated loading and unloading

14 RCL TRANSMITTER AND RECEIVER TECHNOLOGY The following is a brief description of how the transmitter communicates with the receiver. The transmitter is designed to be reliable, durable and rugged. It provides reliable secure and coded radio communications at distances in excess of 3,500 feet without the use of radio repeaters. The transmitter supports UHF Narrow Band FM MHz synthesized communications. The battery is a 12 VDC NiCAD rechargeable battery pack. Battery life is eight hours of continuous use. The output power of the transmitter is 500 milliwatts. The transmitter transmits a continuous coded (CRC16) signal to the receiver every 250 milliseconds. If the receiver located on the locomotive does not receive the signal on queue or the proper coding, the receiver will shut down the remote control operation and emergency stop equipment. The receiver / decoder is the interface unit to the locomotive or equipment it was designed for. The receiver cabinet is a single NEMA 12 steel enclosure which measures 30 x 20 x 10. The enclosure houses the radio receiver, decoding electronics, Allen-Bradley SLC 500 platform, and electro-pneumatic interface. For ease of maintenance, the receiver and transmitter have built in diagnostics to aid in troubleshooting and checkout of the remote control system.

15 Safety Features, Human Factors and Functionality of Remote Control Systems Safety is first and foremost. This section deals with the safety issues of using remote control locomotives and other remote controlled equipment. When operating in the switchyard, the operators must monitor the operating environment to ensure point protection in the direction of movement. Point Protection Here you see a yard operator protecting the point. The operator is in a position to clearly observe the track ahead and protect the direction of travel while controlling the locomotive movement. The photo on the right shows the operators view of the roadway crossing the track. The operator also has a clear view of the direction of movement. Safety Issues in yard switching when RCL is not used: Risk of miscommunications including visual interferences and other obstructions Risk of misinterpreting or misunderstanding of a command or report (i.e. distance to go, traffic at crossing, etc.) Operator at the point of movement could be in a dangerous position. Reaction time slow, switch not in proper position, defective equipment at point.

16 YARD SWITCHING OR MOW EQUIPMENT REMOTE OPERATIONS The remote control operator (RCO) has complete control by monitoring the operation, environment, coupling railcars, hooking up air hoses, or uncoupling railcars. The operator is in the safest position including operator down protection and is in full control of the movement. The operator does not have to rely on hand signals or voice radio communication to control movement of the equipment. The operator can easily set switches. Locomotive remote control operations can significantly reduce hazards. Safety Features The following safety features are employed on remote control systems and transmitters: Loss of communications from the transmitter causes the remote control receiver and equipment to automatically shut down Incorrect communications/interference will result in automatic shut down Built in interlocks and safety checks to prevent inadvertent movements Transmitter has status and battery indicators for operators reference Transmitter sends a signal to the receiver every 250 milliseconds Strobe and status lights are installed on equipment to indicate brake release, direction of movement, and throttle and alert others. Man Down feature will shut down the locomotive or MOW equipment and alert others Man Down audible alarm

17 Emergency stop button on the transmitter Emergency stop buttons installed on the locomotive or MOW equipment Dead man operation and timeout To keep the Dead man from timing out and applying the locomotive brake or MOW brake, the operator must be in active control. Transmitter Tilt Alarm - Alarm sounds for about 2.0 seconds before E-Stop is activated Tilt Extend - Is an optional feature provided to facilitate operator tasks requiring two hands (locomotive stationary brakes applied) Train Line Brake Operation Operator Alert Operation This feature will automatically send an emergency stop command after 30 seconds if there is no change on any of the command switches while in active mode Receiver employs dual watchdog safety system Any interrupt of the watchdog timers will create a shutdown. Over Current protection (optional) Low Air Pressure Failsafe design and response to give the operator confidence and security.

18 HUMAN FACTORS The remote transmitter and receiver provides an efficient and simple operator interface including, control handling especially with gloves and easy to read visual displays. Remote control transmitters provide suitability to the workload environment including application. Operator comfort and mobility should be taken into consideration. Ergonomics and proper fit are essential. Remote Control transmitters provide suitability to the workload, environment, and application. Form, Fit, and Function are essential to functionality

19 FUNCTIONAL TECHNOLOGY

20 REMOTE CONTROLS AND UNIQUE APPLICATIONS P&H Mining Equipment Goes Remote For Safer Blast hole Drilling Controls for the standard blast hole drilling equipment are hard-wired, requiring the operator to use an attached pendant and walk along side of the drill to propel it. This not only creates a safety risk but also limits the operator s view of drill placement by forcing him to stand too close to the equipment for a good perspective. Control Chief Solutions P&H Mining, a leader in the mining equipment manufacturing industry, turned to Control Chief, the leader in wireless remote control systems for their industry application. The new remote control system allowed the operator to stand a safe distance for drilling machines, which increased operator safety. This also provided a better view of drilling process for a faster set-up time.

21 ADDITIONAL APPLICATIONS MOW Remote Control Locomotive Crane Load Out Operation With A Remote Control Loading Conveyor And Railcar Mover

22 TRAINING Remote control training is tailored to the specific operation. A review of functions, activities and processes are required to move equipment so the trainer can understand the application for proper training. A review of safety and operating rules should be discussed with the Trainer, Operation Managers and the Safety Operations Manager. Operating Crafts, Managers, Maintenance Personnel, and Safety Managers should attend the training sessions. Overview: Provide a basic understanding of remote control operation and the basic components of the Train Chief II remote control system. These should included, but not be limited to: Basic remote control operation Operational safety Basic system components Basic safety features System specific components: Provide a detailed explanation of the specific components of the Train Chief II remote control system. These should include, but not be limited to: Transmitter 1. Batteries 2. Switches 3. Indicators 4. Antenna 5. Safety Features 6. Start-up and Shutdown Receiver: Explain the operator accessible features of the receiver and associated devices. These should include, but not to be limited to: 1. Overview of receiver 2. Alarms 3. Indicators

23 4. Safety Devices Transfer procedure Hands On Training Safety Questions and concerns: Attempt to answer all questions and concerns voiced by the operators directly related to the safe operation of the system.

24 FRA Safety Advisory and Guidelines Operating Rules, and Practices - Abridged Federal Register / Vol. 66, No. 31 / Wednesday, February 14, 2001 / Notices The Safety Advisory can be viewed on the FRA web page at: Because information currently available to FRA does not lead to the conclusion that RCL operations should be prohibited on safety grounds, FRA has elected to proceed cautiously. The range of views and safety concerns expressed underscores the need to proceed with the implementation of this new technology in a safe and consistent manner. The Safety Advisory announced today is a refinement of proposed standards contained in the original Test Program. Recommendation: Operation of Remote Control Locomotives The following design criteria and operating procedures are recommendations only. Compliance is voluntary. However, railroads are strongly encouraged to regard these suggested criterion as a minimum from which to tailor their own RCL operations. FRA emphasizes that although compliance with this Safety Advisory is voluntary, nothing in this Safety Advisory is meant to relieve a railroad from compliance with all existing railroad safety

25 regulations. Therefore, when procedures required by regulation are cited in this Safety Advisory, compliance is mandatory. A. Safety Design and Operational Requirements 1. Each RCT should, at a minimum, have the following features: a. directional control; b. graduated throttle or speed control; c. graduated locomotive independent brake application and release; d. train brake application and release control; e. audible warning device control (horn); f. audible bell control, if equipped; g. sand control (unless automatic); h. headlight control; i. emergency air brake application switch; j. generator field switch or equivalent to eliminate tractive effort to the locomotive; and k. audio or visual indication of wheel slip/slide. 2. Although an RCT can have the capability to control, at different times, different locomotives equipped with remote-control receivers, it should be designed to be capable of controlling only one RCR equipped locomotive at a time. (A locomotive may consist of one or more engines operated from a single control). 3. An RCT having the capability to control more than one RCL should have a means to lock in one RCR assignment address to prevent simultaneous control over more than one locomotive.

26 4. Each locomotive equipped with an RCR should respond only to the RCTs assigned to that receiver. 5. The RCT should be designed to require at least two separate actions by the RCO before RCL movement can begin (in order to prevent accidental movement). 6. When an RCT s signal to the RCL is interrupted for a set period, not to exceed five seconds, the remote-control system should cause: a. full service application of the locomotive and train brakes; and b. elimination of locomotive Tractive effort. 7. If an RCT is equipped with an on and off switch, the switch, when moved from on to off position, should result in: a. application of the locomotive and train brakes; and b. elimination of locomotive Tractive effort. 8. Each RCL should have a distinct and unambiguous audible or visual warning device that indicates to nearby personnel that the locomotive is under active remote control and subject to movement. 9. Each RCT should be equipped with an operator alertness device requiring manual resetting or its equivalent. It should incorporate a timing sequence not to exceed 60 seconds. Failure to reset the switch within the timing sequence should result in: a. application of the locomotive and train brakes; and b. elimination of locomotive Tractive effort. 10. Each RCT should have a tilt feature that, when tilted to a predetermined angle, should result in: a. an emergency application of the locomotive and train brakes; and

27 b. elimination of locomotive tractive effort. Note: If RCL operations are being conducted in an isolated area, the railroad should establish timely emergency response procedures in the event the RCO is incapacitated. One method that would serve to meet this recommendation would be to equip the RCT with capability of transmitting an emergency signal. The signal should also be capable of identifying the RCO s location. 11. If the RCT is equipped with a tilt bypass system enabling the tilt protection feature to be temporarily disabled, the bypass feature should deactivate after 15 seconds, unless reactivated by the RCO. 12. The RCL should be equipped with a device that causes an application of the locomotive and train brakes and elimination of locomotive tractive effort whenever the RCL s main reservoir air pressure falls below 90 psi or when a locomotive protection alarm is activated while the locomotive is in remote operation. The device should need to be manually reset on board the RCL. 13. When the air valves and the electrical selector switch on the RCR are moved from manual to remote or from remote to manual modes, an emergency application of the locomotive and train brakes should be initiated to prevent unauthorized use of the system. 14. Railroads which acquire and utilize RCL equipment should comply with current human safety exposure standards for radio frequency radiation in their workplace. FRA further recommends that manufacturers should certify their equipment for compliance with current EMR exposure safety standards.

28 15. Consideration should be given to the design of the RCT to provide for a human-machine interface (HMI) that incorporates basic human factors principles for the design and operation of displays, controls, supporting software functions, and other components. FRA recommends that railroads work closely with RCOs when addressing RCT design and comfort issues. Human Factors Guidelines for Locomotive Cabs (FRA/ORD 98/03 or DOT VNTSC FRA 98 8). Special consideration should be given to the effect of the RCT on the musculoskeletal system of the RCOs as well as on RCT harness comfort to avoid distraction from safety-related duties. Additional consideration should also be given to the breakaway safety feature of the RCT harness. The harness should be designed to easily break free of the RCO in the event the harness becomes entangled on equipment. B. Training Each person operating an RCL must be certified and qualified in accordance with 49 CFR Part 240 if conventional operation of a locomotive under the same circumstances would require certification under that regulation. Training must be provided to all RCOs subject to the requirements of 49 CFR Part 240. Additionally, training should be afforded those RCOs not subject to the requirements of Part 240 and those locomotive engineers who have little or no on-ground experience in switching operations if they are expected to conduct RCL operations. All affected railroad employees should be trained on RCL operating rules and procedures. Under Part 240, railroad engineer certification programs must include procedures to keep certified engineers current on methods of safe train handling, operating rules, condition of

29 equipment, and personal safety and to provide initial training for new engineers on those subjects The programs must also include skill testing in the most demanding type of service the person will perform Appendix B of Part 240 requires that railroad engineer certification programs address how the railroad responds to changes such as the introduction of new technology and significant changes in operations. In FRA s view, it is likely that the introduction of remote controlled locomotives on railroads would typically necessitate a material change to each railroad s engineer certification program. Material modifications must be submitted to FRA for its review under 49 CFR (e). C. Operating Practices 1. The railroad should establish written standard operating procedures tailored to its RCL operations. At a minimum these procedures should include: a. Upon going off duty, each RCO should place the RCL in manual operation and properly secure it, unless control of the RCL is directly given to a. relieving RCO. b. When operating an RCL, the RCO should not: i. ride on a freight car under any circumstances; ii. mount or dismount moving equipment; iii. operate any other type of machinery; or iv. stand or walk within the gage of the track or foul the track on which the movement is occurring while physically located in front of the movement. c. RCOs should ensure that the track is clear and properly aligned ahead of the remotely controlled movement while it is underway. Therefore, RCL operations should be operated at restricted speed not to exceed 20 mph,

30 i.e., at a speed that will enable stopping the movement within half the range of vision assuring that all movements are protected. d. The RCO should operate only one RCL at a time. e. Prior to performing any function as prescribed in 49 CFR (c)(5), the RCO should apply three point protection, i.e., fully apply the locomotive and train brakes, center the reverser, and place the generator field switch to the off position (eliminate locomotive tractive effort capability). f. Passenger trains should not be operated by use of a remote-control device. 2. The railroad must include RCL operating rules and procedures in its program required under 49 CFR part The railroad should establish formal communication procedures to enable the appropriate railroad officials to receive and respond to information pertaining to RCL system failures or safety problems. 4. The FRA recommends that the railroad keep a record of the total number of labor hours and the total number of employees by location for both RCL and manual switching operations to ensure that accidents and incidents are accurately measured, and that valid comparisons between the two types of operations can then be made. 5. The FRA recommends that the railroad develop and implement a program specifically designed for RCOs that addresses the risks associated with switching operations and train movements on adjacent tracks. This program should incorporate the findings and recommendations of the Switching Operations Fatality Analysis Working Group. D. Security

31 1. The railroad should have instructions for the proper storing and handling of RCTs when not in use or in the operator s possession. 2. The operation control handles located in the RCL cab should be removed or pinned in place to prevent accidental or intentional movement while the RCL is being operated in remote. 3. The railroad should have strict procedures in place to ensure that only the intended RCTs are assigned to the appropriate RCL. E. Inspections and Tests 1. The RCL system must be included as part of the calendar day inspection required by 49 CFR , since this equipment becomes an appurtenance to the locomotive. 2. Each time an RCT is used for the first time on each shift, a test of the air brakes and the RCT s safety features (tilt switch and alerter device) should be conducted. The test would not be required if the RCT were being directly transferred from one RCO to another with no change in remote status. 3. The RCL system (both the RCT and RCR), should be designed to perform a self-diagnostic test of the electronic components of the system. The system should be designed to immediately fail safe (full service application of the locomotive and train brakes and the elimination of locomotive tractive effort) in the event a failure is detected. 4. The RCL system components that interface with the mechanical devices of the locomotive, e.g., air pressure monitoring devices, pressure switches, speed sensors, etc., should be inspected and calibrated as often as necessary, but not less than the locomotive s periodic (92-day) inspection. It is recommended calibrations be kept. F. Notification of RCL Use and Protection of Workers

32 1. Each RCL should have a tag placed on the control stand throttle indicating the locomotive is being used in a remote control mode. The tag should be removed when the locomotive is placed back in manual mode. 2. In areas where RCL operations are being conducted, warning signs should be posted indicating that there is no operator in the control compartment of the locomotive. These warning signs should be highly visible and posted at conspicuous locations so as to maximize their exposure to those most likely to encounter RCL operations. 3. Whenever worker protection is required according to 49 CFR part 218, the locomotive should be placed into manual mode and be properly secured. The appropriate blue signal protection should then be provided. G. Accident-Incident Reporting Procedures 1. All accident and/or incidents described in 49 CFR part 225 must be reported to FRA using the appropriate remote control reporting codes. 2. Railroads are also reminded that they are required to comply with the provisions of 49 CFR part Accident reports.

33 WHAT LEVEL OF MAINTENANCE IS REQUIRED? Locomotive remote control systems are complex systems, but because of technology, remote systems contain on board diagnostic systems. These systems enable the maintenance personnel to troubleshoot any problem with ease. Remote control technology is composed of electronic circuit boards. These PC Boards are monitored by the diagnostic system. Error codes provide indication to the operator or maintenance person which board or component is defective. There are no special requirements for additional technical people to maintain the remote systems. Most suppliers have field service personnel available to respond to service requests. In addition, Service Contracts are generally available. It is recommended that one should have a minimum supply of spare parts on hand. It is always less expensive to purchase spare parts before the installation is complete.

34 SELECTING A REMOTE VENDOR CRITERIA FOR SELECTING A LOCOMOTIVE REMOTE CONTROL SUPPLIER The decision to apply Radio Remote Control Technology to your operation is an important one. RCL s can have a profound effect on your safety, productivity and profitability. The most critical step is deciding who will design and build your locomotive / MOW equipment radio remote system. This check list, when applied to all systems suppliers or contractors under consideration, will help you make an accurate and objective evaluation of their capability and performance. Financial Stability Is the supplier successful financially? How committed are they to Remote Control Systems? Total Organization Does the supplier have a complete, in-depth organization? Company Longevity How long have they been in the remote control business? Can you be certain that parts and service will be available in the future? Company Commitment Is remote control technology a substantial portion of their business? Proven Experience Have they done a job similar to your needs? How many? Have you spoken to their end users? Will they give you references?

35 Build In-House Are the critical items of the system done internally or is the software and controls subcontracted? Is the technology available worldwide and is it considered off the shelf? Field Service How large is the service department? Where are they located? How quickly can they respond to emergencies? Installation Does the supplier provide the installation or do they contract it out? Follow-up Service Ask the supplier's customers about on going service, warranty and how quickly the supplier responded in emergencies. Warranty What is the length of the warranty? What does it cover and not cover? Full Documentation Does it include operator manuals, maintenance manuals, and equipment drawings all done in a complete, first class manner? Rules and Operating Practices Does the supplier provide assistance in establishing a written standard for operating procedures tailored of RCL operations?

36 Site Survey Has the supplier offered to do a site survey with a spectrum analyzer to survey for radio frequency interference? Will the supplier survey the yard operations, yard conditions and equipment conditions? Will they provide on-site assistance to those who do not have the knowledge needed to successfully implement radio remote operations? WHAT ABOUT THE SYSTEM SUPPLIER'S PERSONNEL? Marketing Group Are they professionals? Will they do a good job in presenting RCL applications and benefits to your management for approval? Account Management How experienced in the railroad industry is the person in charge of turning the data into a design, specifications and a proposal? Control Concepts Development Do they have full-time engineers who know how to determine the best solution for your operation? Do they have core competency? Formal Training Does the supplier provide comprehensive operator and maintenance training?

37 Operational Start-up Ask users how much start-up assistance was needed and how much was provided. Did the supplier actually stay on-site supporting operations? IT ALL ADDS UP. To assure a successfully operating remote control system, you need the most competent, most experienced Locomotive Remote Control supplier you can find. Getting complete answers to all checklist items will help you choose the supplier who you can depend on to do the job right the first time.

38 REMOTE CONTROL TRENDS With an eye on safety, the focus will be on improved service, productivity and efficiency. Railroads have long known that locomotive remote control is safe and efficient. (1) The following is considered to be what the railroad industry is looking for to better their operating efficiencies: Information Display at the Transmitter including switch lists and Railcar ID GPS Positioning and Tracking Archiving Data, including Fuel, Condition Reports, Event Recording and Equipment Monitoring Remote Electric Switching (Remote Switching) from Locomotive or Remote Transmitter Light Weight Transmitter Full Duplex Transmitter MOW Equipment Remote Applications (i.e. Remote Cranes, Ballast Cars, Plows, etc) PLC Based Remote Control for Greater Future Expansion Automated Remote Load Out Systems Automatic Speed Control Remote Man-Down Alarm sending a message to a Central Location Wirelessly Increased Transmitter Range without Repeaters Cell Phone and Satellite Based Technology Remote Indication of Locomotive Parameters displayed on Transmitter

39 CONCLUSION AND SUMMARY Technology can help, emerging technologies have been proven to enhance safety, improve production and increase efficiency. The Railroad Industry has no choice but to improve service, and efficiency. Today, the railroad industry is embracing remote control technology to enhance their operations including their rail safety and operating efficiencies. Since 1990, the total accident/incident rate is down 47% Train accident rate has fallen 20% Railroad employee injury rates are down 56% (2) To meet today s challenges, to operate safely, and to improve operating production and efficiencies one must consider new technologies to accomplish and meet today s challenges. Today s remote control technology is proven technology, proven over the past 30 years. The future brings with it more challenges but the future also holds bright advances in technology to help meet these challenges.