Tag: train

Recycling Trains

  • Although recycling train cars is good for the environment, Buffalo’s transit authority is also doing it to save some money. (Photo courtesy of the US Department of Transportation)

Some cities are trying to save some money by recycling trains. They’re renovating and re-using their old mass-transit rail cars. Joyce Kryszak went to find out just how you go about recycling a train:

Transcript

Some cities are trying to save some money by recycling trains. They’re renovating and re-using their old mass-transit rail cars. Joyce Kryszak went to find out just how you go about recycling a train.

It’s hard to say whether there are more roads or train tracks running through the small town of Hornell, New York– a couple of hours southeast of Buffalo. The acres and acres of tracks of the old Erie Railroad yards are here. And for more than 150 years, Hornell has repaired trains in its shops. But recently, it’s started completely rebuilding some passenger rail cars.

We crouch underneath one of the jacked-up 40 ton cars and Mike Bykowski shows us how.

“This is car 114, it’s the furthest along in the rebuild process, you want to step up and take a look inside?…Sure.”

Bykowski is the director of engineering for the Niagara Frontier Transportation Authority in Buffalo. And he’s in charge of overseeing the renovation of the Authority’s twenty seven light rail cars. Bykowski says after a quarter century of harsh Buffalo winters, the city’s rail cars were showing their age.

“The older cars that are out in the system right now, there’s a fair amount of rust along the bottom of the vehicles.”

“What we have done is when we replaced the frame we also replaced approximately 18 inches with stainless steel, which is a corrosion proof material.”

So, not everything on the old cars is reused. Workers at the Gray Manufacturing Industries shop are stripping down the first two cars to their shells. They’ll put in new sidewalls, new windows and seats. New electronic signage and audio systems also will be installed. But Bykowski says there’s a lot being recycled too.

“You’re saving all the steel, a lot of wiring that would have to be replaced. You’re saving copper. You’re reusing parts that are there.”

Bigger components are saved too.

The trucks and wheels are being patched, polished and eventually reattached to the cars.The motors will be rehabbed and go back into service too.

But, to be honest, Buffalo’s transit authority didn’t decide to recycle its rail cars because it’s good for the environment. It’s just trying to save some money. You see, rehabbing the cars costs about a million dollars each. That’s a third of what new cars cost.

Dave Gray is president of GMI, the company renovating the cars. Gray says they’re rebuilding cars for the Chicago and Philadelphia transit systems too.

“Most transit authorities try to rebuild vehicles. They always reach their mid-life, which is what the NFTA’s vehicles [have] done, and it’s very cost effective, so refurbishing makes a lot of sense.”

Not every city has had to be so frugal. Recently, some cities received federal stimulus money for their light rail systems. And a few of them, such as San Francisco, Washington D.C. and Miami, are simply going out and buying a brand new fleet. It is a whole lot easier and faster. It’s going to take three years to refurbish all of the rail cars in Buffalo’s fleet. Larry Meckler heads Buffalo’s transit authority. Meckler says he certainly doesn’t blame other cities for scrapping their fleet.

“If there’s other jurisdictions that can pull it off and get new cars, I’d say get the new cars because it’s a lot of effort, a lot more work, a lot more engineering – but they cost less. So, obviously, if we had the money and life was great and this was a utopian situation, every time a car hit [the end of] its usefulness, I’d just go out and buy another one.”

Still, being fiscally responsible is paying off. The authority saved taxpayers a lot of money. And in the end, Buffalo’s refurbished cars will look and work as every bit as good as new ones. Plus, even if it was unintended, the transit authority’s decision to reduce, reuse and recycle does let it claim the moral high ground.

For The Environment Report, I’m Joyce Kryszak.

Related Links

Chlorine Carted Out of Canada

  • A Canadian chemical manufacturer shipped rail cars of toxic chlorine away from Vancouver and is storing them in rural Washington State. (Photo source: Wikimedia Commons)

Environmental groups suspect tight
security at the Vancouver Olympics
has shifted an environmental risk
from Canada to the US. Shawn Allee reports:

Transcript

Environmental groups suspect tight
security at the Vancouver Olympics
has shifted an environmental risk
from Canada to the US. Shawn Allee reports:

A Canadian chemical manufacturer shipped rail cars of toxic chlorine away from Vancouver and is storing them in rural Washington State.

The company says it’s part of a long-planned renovation of the chemical plant. Environmental groups suspect the rail shipments were timed to move tanks away from the Olympics.

Fred Millar is watching this development for Friends of the Earth. Millar says terrorists have shown interest in rail cars filled with chlorine gas.

“And that’s what people are mostly worried about because just one chlorine tank car could put out a cloud over any city at a lethal level that’s 15 miles long by 4 miles wide.”

US rail companies make 100,000 shipments of chlorine and similar toxic chemicals per year. Their safety record has largely been good, but accidents have released deadly chlorine gas.

One derailment in South Carolina killed nine people.

For The Environment Report, I’m Shawn Allee.

Related Links

Money for Railway Upgrades

  • 8 billion dollars was announced for rail projects. (Photo courtesy of the Library of Congress)

The Obama Administration’s
release of money for higher
speed rail ended up being less
than most states wanted. Lester
Graham reports on what this
will mean for passenger train
service:

Transcript

The Obama Administration’s
release of money for higher
speed rail ended up being less
than most states wanted. Lester
Graham reports on what this
will mean for passenger train
service:

Eight billion dollars apparently doesn’t go that far in rail projects. The pundits have noted California’s Sacramento to San Diego corridor got 2.3 billion and Florida’s Tampa to Orlando route got 1.25 billion, making those states the big winners.

But if you forget state boundaries and look at rail networks, the Midwest’s Chicago Hub network pulled in a whopping 2.6 billion to improve the rails.

Amtrak doesn’t get any of this money. It just runs the trains. It doesn’t own many of the tracks. But spokesman Steve Kulm says better tracks mean Amtrak trains can go faster.

“Train speeds are going to increase from say 79 to 90 or from 90 to 110. But wit this funding that was announced, there was the Florida project and the California project. If those projects do happen and get moving, those projects will be at the 150 or higher levels.”

That’s how fast the train from Washington to New York goes and it’s getting more passengers than the airlines.

For The Environment Report, I’m Lester Graham.

Related Links

Footloose and Diaper-Free

  • Diaper-free parents say that their baby shows them signs when a bathroom break is needed. They call the dialogue "elimination communication." (Photo by Jessi Ziegler)

When most Americans have a baby,
the parents decide whether to use
disposable or cloth diapers. But
Julie Grant reports that there’s
another trend: no diapers at all:

Transcript

When most Americans have a baby,
the parents decide whether to use
disposable or cloth diapers. But
Julie Grant reports that there’s
another trend: no diapers at all:

Having kids without diapers might seem kind of far out. So,
who better to tell us about this then Willow Lune, of
Berkeley, California.

She remembers when her son was 3-months old. They
were at her mother-in-law’s house. Her husband took the
baby to the bathroom – and accidentally left the door open.

“And his mother came in and saw him holding our son over
the toilet. And she said, ‘what are you doing?’ And my
husband said, ‘well, he’s going to the bathroom, just like you
do.’ And it took her about a minute, and she said, ‘that’s so
cool.’”

Lune and her husband said it was normal to see babies
without diapers when they were traveling in Tibet and
Thailand. So, when their son was born, they decided to try
it. He’s was going to the toilet on his own by age 1 and a
half.

Now Lune teaches classes in Berkeley and other areas
around San Francisco.

She says diaper-free little ones can wear crotch-less pants –
or might not wear anything from the waist down.

And it’s up to the parents to pay close attention – or risk
having to reach for the cleaning supplies.

“There might be a little wiggle, or sometimes just the staring
at you. There’s just little subtle clues that they actually give
you from the time they’re born. So it’s our job to look at that,
listen for that, pick up on that. And then respond to it.”

Turns out, there’s a name for this little dialogue between
babies and parents. They call it elimination communication,
or E.C. Instead of using diapers – and then training them to
go in the toilet a few years later – Lune says parents can just
pay attention. They can show babies from the start what to
do when the need arises.

Lune says one of the reasons she and her husband do this
is because they are concerned for the environment.

Pampers and Huggies clog up the landfills. The other major
option – washing cloth diapers – takes more attention from
parents. But doing that can use a lot of water and electricity.

Jennifer Williams lives in the San Francisco area. She has
three children – all under age four.

Williams is also concerned for the environment. And she
wants to pay close attention when her 6-month old daughter
goes to the bathroom. She even uses cloth diapers.

“Even just with cloth diapers, you have to be way more in
tune to what’s going on with someone’s body. Where –
she’s in disposable right now – I’ll just forget about it for five
hours. You don’t have that option with cloth. Unless you
want to give her a horrible a rash. So, the whole EC thing is
really interesting, because you really have to be in touch with
what’s going on physiologically.”

But Williams works full time. Elimination communication just
is not practical for her family.

“Yeah, I mean, because you really do have to be available to
whenever the baby has to go to the bathroom. With one
baby, when I was home on maternity leave, I probably could
have done it. Once you have more than one running
around, it just doesn’t fit. Maybe I’m lazy. So be it.”

Supporters of the diaper-free lifestyle say it’s actually easier
then potty training kids when they’re older. And they say
parents don’t have to do it all the time. They can try it when
they do have time to pay close attention.

For The Environment Report, I’m Julie Grant.

Related Links

Green Jobs in the Golden State

  • California Governor Arnold Schwarzenegger announced the biggest state-funded green jobs training program in the nation. (Photo courtesy of the National Renewable Energy Laboratory)

California is putting together
a huge green jobs training program.
Lester Graham reports it will mean
thousands of workers trained for a
growing part of the economy:

Transcript

California is putting together
a huge green jobs training program.
Lester Graham reports it will mean
thousands of workers trained for a
growing part of the economy:

Last week, lost in the news of wildfires and state budget problems, California Governor Arnold Schwarzenegger announced the biggest state-funded green jobs training program in the nation. California is leveraging federal stimulus dollars with state money and public-private partnership matching funds.

“This $75-million program will train more than 20,000 workers for clean and green jobs in the future.”

Green jobs – such as repairing hybrid and electric cars, installing solar panels and building wind turbines.

Governor Schwarzenegger says this Clean Energy Workforce Training Program is where economic growth starts.

“There are still people out there who think that protecting the environment will slow the economy down, but it’s quite the opposite here in California and all over the United States.”

Some business leaders say the green sector likely will be the only growth sector in this economy for a while.

For The Environment Report, I’m Lester Graham.

Related Links

High-Speed Rail Money Slow

  • Some states have shovel-ready rail projects, but others states are just in the planning stage. Here is a high-speed train in Taiwan. (Photo source: Jiang at Wikimedia Commons)

Today, August 24, is a deadline for
states competing for eight billion
dollars in federal stimulus money
for higher speed rail. Shawn Allee reports, this stimulus could
run in slow-motion:

Transcript

Today, August 24, is a deadline for
states competing for eight billion
dollars in federal stimulus money
for higher speed rail. Shawn Allee reports, this stimulus could
run in slow-motion:

Federal Railroad Administration staff are staying late tonight – August 24 – to accept hundreds of applications for higher-speed rail funds.

FRA spokesperson Rob Kulat says the agency wants to give out stimulus money quickly, but, just in case, it’s announced there might be two rounds of applications – not just one.

“It would be a delay, but the idea is to have successful projects, to have them work cost-effectively. If a state isn’t ready financially or technically to implement their plan, then they need to go back to the drawing board a bit. We’re not going to throw good money after bad.”

Kulat says some states have shovel-ready rail projects, but others states are just in the planning stage.

It could be years before they clear the track for faster trains.

For The Environment Report, I’m Shawn Allee.

Related Links

What Counts as Green Collar?

  • President Obama has said that a move toward clean energy production has enormous job creation potential. But some researchers say that’s overblown. (Source: Kmadison at Wikimedia Commons)

At the heart of President Obama’s economic recovery plan is the promise of new green collar jobs. Workers concerned about being laid off from their blue collar jobs are starting to wonder what those new jobs will look like. Julie Grant reports:

Transcript

At the heart of President Obama’s economic recovery plan is the promise of new green collar jobs. Workers concerned about being laid off from their blue collar jobs are starting to wonder what those new jobs will look like. Julie Grant reports:

Michelle Forte has been a dye maker at the General Motors plant in Parma, Ohio for 15 years. She says everyone at work is worried about the future of the plant, and the prospects of the whole company.

“It’s a scary industry to be in right now. They keep on sending our work to China. And my job could be next, you just don’t know. It’s scary to live in that environment every day. You go into work and it’s negative all the time.”

Forte hasn’t gotten a raise in 6 years. And in the future, if she stays as autoworker, she’s going to be making a lot less.

“I will tell you what I made last year, and that was $80,000. And this year, with the concessions that we’ve took and the overtime that we’ve lost, I will be lucky to make $60,000. So, yeah, it’s a drastic cut.”

Forte decided to take advantage of job training money available at GM. She gets up a five in the morning to start work, then after her shift she heads to school.

She and two co-workers have started taking courses at the new Green Academy at Cuyahoga Community College. They’re learning what it takes to install solar panels, wind turbines, and to make buildings energy efficient. It’s tough getting home after 10 at night. But Forte says learning to work in the clean energy field is a positive step for their future.

“Because we wanted to get in on the ground floor. If it breaks open like we think it is, we want to have the education under our belt already.”

But most autoworkers aren’t betting on an explosion of green jobs. At least, they aren’t spending their time in training classes – even if they’ve already been laid off.

Joe Rugola is president of the AFL-CIO of Ohio. The union represents everyone from musicians to office workers to electricians.

Rugola says people who’ve been laid off have to make impossible choices if they decide to start training in a new industry – do they continue looking for jobs to keep the unemployment check coming in – or do they go to school for retraining?

“Am I going to go for training, if I’m already laid off, am I going to risk my unemployment benefits, and go for training in an industry that may or may not produce real work down the road? A person in that situation should not have to make that choice.”

And that’s the big gamble. Do they invest time and effort to retrain for jobs that might never materialize?

President Obama has said that a move toward clean energy production has enormous job creation potential. But some researchers say that’s overblown.

Andrew Dorchak is a researcher with the Case Western Reserve University law library. He coauthored a study titled Green Job Myths.

The first myth: that there is a common understanding of what makes something a green job.

“We’ve figured out that there wasn’t a really good definition of green jobs. Especially if there are political subsidies involved that might be problematic.”

Problematic because many of the jobs classified as green today aren’t making wind turbines and solar panels in the Midwest. They’re lobbyists, administrative assistants, and janitors working for environmental organizations in New York and Washington.

And he’s concerned the definition of green jobs will get even wider as government pockets get deeper.

“It’s subject to maneuvering. To people fighting to classify their jobs as green.”

Dorchak says companies will chase the subsidies. That could take away from government money to create productive jobs.

Jobs that could help people like Michelle Forte find work – and improve the environment at the same time.

For The Environment Report, I’m Julie Grant.

Related Links

Paying for Risks on the Rails

  • This train in Graniteville, South Carolina, crashed while carrying chemicals called "toxic inhalation hazards." Transporting these chemicals is extremely dangerous, and rail companies think chemical companies should share some of the insurance burden. (Photo courtesy of the Environmental Protection Agency)

Toxic Inhalation Hazards are a class of chemicals with a notorious name: if you inhale them, you die.
On the flip side, they’re useful: Take chlorine. It purifies drinking water. Another is anhydrous ammonia. It’s used for corn fertilizer.
The government feels some toxic inhalation hazards are so important it forces railroads to ship them, even though insurance is expensive.
Shawn Allee says rail lines now want the chemical industry to chip in:

Transcript

Toxic Inhalation Hazards are a class of chemicals with a notorious name: if you inhale them, you die.
On the flip side, they’re useful. Take chlorine: it purifies drinking water. Another is anhydrous ammonia. It’s used for corn fertilizer.
The government feels some toxic inhalation hazards are so important it forces railroads to ship them, even though insurance is expensive.
Shawn Allee says rail lines now want the chemical industry to chip in:

To understand why the railroad industry wants help with insurance, you should know what happened in Graniteville, South Carolina.
Phil Napier is Graniteville’s fire chief. Napier tells me, one night in January 2005, he got paged about a train wreck.
He hopped in his truck and before long, he found the train engineer.

“I stopped to roll the window down and this gentleman told me they had a chemical leak and he couldn’t breathe and he fell to the ground. And immediately, it hit me. It basically took my breath and all I remember is taking a U-turn heading north but I ended up south. There’s a time-zone in there that I have no memory.”

When Napier came to, he got word from his radio: the train carried chlorine and a toxic cloud was spreading.
Napier evacuated Graniteville. Later, he got a look by helicopter.

“We did a flyover. I mean, it was like a Twilight Zone – you could see cars all up and down the highways, with the doors open.”

Nine people died in the Graniteville derailment and chlorine spill. Since then, the railroad industry worried an accident like this could ruin them.

“The lesson we drew from that was, if there is a major catastrophe by the railroad carrying this material, could be forced into bankruptcy and be forced out of operation.”

That’s Ed Hamberger, the head of the Association of American Railroads.
Hamberger calls the Graniteville accident a tragedy for the town and a financial mess for the railroad responsible – Norfolk Southern.

“The accident in Graniteville resulted in damages of 400 to 500 million dollars.”

Norfolk Southern won’t confirm the figures, but consider this: it’s still in court over an incident involving nine deaths.

Experts say if a similar derailment happened in the middle of a big city like Chicago, it could kill at least 10,000 people.
Hamberger says railroads can’t insure against that.
You might think they would refuse to carry toxic inhalant hazards, but the government says they have to – because rail has the best safety record.

“The freight railroad industry has what is known as a common carrier obligation to carry these toxic by inhalation materials. Several of our members have said if they were not forced to, they would not carry it because of that liability threat.”

Hamberger says if the government won’t lift the obligation, it’s fair to require chemical companies to pay some insurance.
And, he says, it would make the public safer.
The argument goes, if chemical companies paid more to insure against transportation accidents, they’d create safer chemicals.

“With regard to the argument the chemical industry needs an incentive to make safer products, frankly, we have all the incentive in the world.”

Marty Durbin is with the American Chemistry Council.
He says chemical companies already pay insurance against accidents in their factories.
And they are looking for alternatives to chlorine and other toxic inhalant hazards.
Durbin says, besides, when trains leave their factories financial risk should be out of their hands.

“You have to have liability throughout the chain that helps motivate safety improvement.”

The chemical and railroad companies will battle this out in front of government agencies for a while.
In the meantime, each year, trains will make 100,000 shipments of toxic inhalation hazards along the nation’s railroads, even if some freight rail companies don’t want to.

For the Environment Report, I’m Shawn Allee.

Related Links

Amtrak Money Not So Fast

  • The stimulus bill includes funds for a light rail Amtrak system, however the money could be tied in up in approval processes for quite a while. (Photo courtesy of the Virginia Department of Rail and Public Transportation)

There’s money in the stimulus package for high speed rail projects. Lester Graham reports Amtrak is waiting to see how the money might be spent:

Transcript

There’s money in the stimulus package for high speed rail projects. Lester Graham reports Amtrak is waiting to see how the money might be spent:


Eight billion dollars is set aside for high speed rail projects. So, where’s Amtrak going to start?


Turns out Amtrak doesn’t really make the decisions. Marc Magliari is a spokesman for Amtrak. He says the passenger train company has submitted a plan to the Department of Transportation’s Federal Railroad Administration. That office is now asking the different state governors what they’d like. Amtrak is just… waiting.


“I’m not going to speculate on the speed under which the FRA will make its make its grant decisions and which grant decisions it will make. That would not be our call.”


We do know any project under the stimulus plan has to be started within the next 18 months.


Amtrak basically has to hope that each governor understands not only his or her own state’s needs, but how their decisions might affect a high-speed rail network.


For the Environment Report, this is Lester Graham.

The Mass Transit Paradox

  • Because of the down economy, ridership is up. But with the economy flagging, transit companies are having to cut routes and raise fares. (Photo by Shawn Allee)

So with the government’s 787 billion dollar stimulus plan now approved, a lot of folks in state and local government are thinking about the federal dollars that’ll float their way soon. Some mayors are especially eyeing the 8.4 billion for public transit. Rene Gutel looks at who wants to spend what:

Transcript

So with the government’s 787 billion dollar stimulus plan now approved, a lot of folks in state and local government are thinking about the federal dollars that’ll float their way soon. Some mayors are especially eyeing the 8.4 billion for public transit. Rene Gutel looks at who wants to spend what:


Mayors from coast to coast see the stimulus package as one big pot of gold. Phoenix mayor Phil Gordon knows exactly how he’d like transit money spent in his city.


“First and foremost, Light rail.”


(sound of a train)


It’s all about light rail. Phoenix is notorious for its car-culture, freeways and gridlock; Residents worry it’s turning into the next L.A., but a brand new twenty-mile light rail line launched in December.


Trouble is, it’s only one line. It goes from the suburb of Mesa and ends in downtown Phoenix.

Mayor Gordon wants to use federal stimulus money to add a three-mile extension. Gordon says it’s the ultimate shovel-ready project. All planned, just add 250-million dollars and it’s ready to go.


“We could sign a contract with America, with the federal government, that we will turn dirt by March 31st, and we’ll create 7,000 new jobs.”


Those new jobs will be around long enough at least to get the rail extension built. But getting a light rail line is not the same as keeping it running.

Look at San Francisco that has a well developed transit system. They have a different kind of wish list that centers on maintaining the system they already have.

Judson True is a spokesman for the San Francisco Municipal Transportation Agency.


“We want to repair light rail vehicles that have been damaged in collisions, we have some cable car kiosks that we’d like to replace, we have change machines we’d like to replace in our metro subway stations.”


And it keeps on going. The American Public Transportation Association has identified nearly 800 public transit projects nationwide ready-to-go within 90 days.

APTA says the projects will not only create hundreds of thousands of jobs, but reduce fuel consumption and decrease greenhouse gas emissions.

But San Francisco’s Judson True says, while he’s grateful for funding for capitol projects…


“Systems like ours in San Francisco also need help on the operating side, and you see that all over the country.”


People are calling it the transit paradox and it’s hit cities like Denver, St. Louis and New York City.

Because of the down economy, ridership is up. And yet most transit systems rely on local and state money to subsidize operations. But with the economy flagging, cities and states are struggling too – and transit companies are having to cut routes and raise fares.


“You have a catch 22, more riders and you have to make service cuts.”


That’s Aaron Golub, an assistant professor in the School of Planning at Arizona State University. Mass transit’s his specialty. He’s worried about transit systems getting gleaming new buses, and kiosks, and buildings but then not having the means to operate them.


“It would be quite ironic if, for example, Phoenix were able to afford a light rail extension while cutting back on light rail service at the same time. Or the worst case, opening a light rail extension and not being able to operate it at all.”


Golub points to studies that say you create more jobs by investing in current transit operations – not capitol projects.

But many mayors across the nation feel light rail and other mass transit is an investment in their future. They’re ready to take on those shovel ready projects now with the hope that it’ll kick start the economy now and by the time the routes are finished, we’ll be out of the recession.


For The Environment Report, I’m Rene Gutel.

Related Links