Journal of Accident Investigation

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BRUCE G. COURY Finally, the Safety Board concluded that the recreational boating industry could do more to promote PFD use in all aspects of recreational boating. Pointing to the success of the PWC and the paddlesports industries, the Board concluded that such marketing strategies can be effective in promoting the desirability and increased use of PFDs and can be a model for the rest of the recreational boating industry. The Board recommended that MRAA and NMMA develop a marketing strategy that promotes increased use of PFDs; increased activity in boating safety education by recreational boating manufacturers, retailers, and media; and integration of PFD use into the sale of boats and accessories. The Board suggested that the marketing strategy specifically target high-risk boating populations, boats, and boating activities, and include sufficient detail about the range of PFD technology, comfort, performance, and effectiveness. THE AUTHOR BRUCE G. COURY, Ph. D., is a Transportation Research Analyst in the Safety Studies and Statistical Analysis Division of the NTSB Office of Research and Engineering. Dr. Coury was the coordinator for the NTSB’s public forum Personal Flotation Devices in Recreational Boating, and has been with the Safety Board for 3 years. Prior to joining the Safety Board, Dr. Coury was a Senior Scientist at the Johns Hopkins University Applied Physics Laboratory and an Associate Professor at the University of Massachusetts at Amherst. His doctoral degree is in industrial engineering and operations research from the State University of New York at Buffalo. 74 NTSB JOURNAL OF ACCIDENT INVESTIGATION, SPRING 2006; VOLUME 2, ISSUE 1
Positive Train Control Systems Jana Price and Jim Southworth, National Transportation Safety Board On March 2-3, 200 , the National Transportation Safety Board hosted the Positive Train Control (PTC) Systems Symposium at the NTSB Academy in Ashburn, Virginia. The goal of the symposium was to reinvigorate dialogue regarding issues relevant to the implementation of PTC systems. More than 1 0 people participated in the symposium, including representatives from the railroad industry, equipment manufacturers, and government regulators. In her opening remarks, Safety Board Chairman Ellen Engleman Conners emphasized the need for PTC by noting that 14 head-on, rear-end, and side collision accidents had occurred in 2003, and that 91 percent of those accidents were attributed to human error. PTC systems are designed to employ automatic control systems to override mistakes made by human operators, thereby preventing train collisions and over-speed accidents. BACKGROUND Over the last three decades, the Safety Board has investigated numerous accidents in which crewmembers failed to operate their trains effectively and in accordance with operating rules for a variety of reasons, including fatigue, medications use, or distractions within the operating cab. Because of the potential for such accidents, the Safety Board has advocated implementation of a system that compensates for human error and incorporates collision avoidance. The Safety Board believes that this system, known in the industry as positive train control, is particularly important where passenger trains and freight trains operate on the same tracks. Because of the Safety Board’s longstanding interest in this issue, the issue has been on the Board’s Most Wanted List since the list’s inception in 1990. This safety issue was again highlighted when a freight train and a commuter train collided head-on in Placentia, California, in 2002. As a result of this accident, the Board reiterated the need for PTC systems, particularly on high-risk corridors where commuter and intercity passenger railroads operate. In 1997, the Federal Railroad Administration’s (FRA) Railroad Safety Advisory Committee established a working group to address PTC. In 2001, the FRA published a NTSB JOURNAL OF ACCIDENT INVESTIGATION, SPRING 2006; VOLUME 2, ISSUE 1 7
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