mr. boardman on that one. mr. boardman: so what amtrak does today as emergency management system, we're working in concert with first responders up and down the corridor and across the country with police departments and have an incident command structure that was a requirement in the we have a family assistance program and work with the ntsb to stand that up properly, we depend on those first responders in the community such as -- and i talked about it earlier, philadelphia in this particular case. but we have an ongoing good relationship to make sure we have the proper drills across the country. ms. brown: my time is running out, with a i would like from each of the members in writing what are some of the infrastructure projects that we need in the northeast corridor like the baltimore terminals and other things to make sure that we are -- we in congress are doing what we need to do because when my colleagues trying to imply that money is not an issue, money is an issue. and some of the tunnels and we went up on

mr. boardman: mr. defazio so : congress denied you the money? mr. boardman yes, sir. :mr. defazio again, back to mr. : hart, do you believe that we could either rehab these cars he's talking about in a way that would increase resilience and surviveability or do you think they need to be totally relaced? mr. hart thank you for the : question. that's one of the things we've been looking into and we'll look at it here just as we are currently with the ramada accident with the crash worthiness of their cars. mr. defazio would you pull your : microphone closer, please. mr. hart i'm sorry. : yes, both for this accident as we are with the ramada accident in terms of the crash worthiness of the cars. whether it will be new cars or whether these can be fixed. mr. defazio ok. : when i look at photos, i mean, the locomotive looks pretty intact and, think, that's new construction and the engineer obviously survived yet that first car i've never seen and i heard some first responders say they've never dealt with anything like that before. so, i mean, that implies -- are there other in

mr. boardman. >> i'm sorry. i didn't hear the base question. >> in my previous question that ptc is not implemented at all in ptc quarters or? what's the estimated cost? >> $111 million is where we are for the ptc. >> thank you. my time has expired. >> thank you, mr. gibbs. miss edwards. >> thank you very much, mr. chairman, and thank you to the witnesses today. i know there's still a lot of facts and many many r questions we have to examine before we get real answers but there's some things, and i want to follow up with miss norton's comments. on may 12th my understanding mr. pierce, is that the engineer who was operating was doing so under a new rule, under a new controversial work schedule that began on march 23rd of 2015, and that included shorter turnaround times on most runs that had happened before march 23rd. i guess i'm concerned for the workers were consulted prior to the the new work schedule as to what they believe the impact would be on them? >> yes. the unions are in discussion with amtrak about th

mr. boardman: i don't know. the automatic train control system provides an idea whether there's something in front of you on the track. so the way that you do this co-change is you really have a bit of fiction here. you say there is something at the curve and so that's when you point -- you put the co-change point in. it wasn't build to do positive train control. on the other four where you added up six and four, what we looked at was the f.r.a. emergency order was the change that occurred here and the conditions that exist on the south side and we put that co-change in on the south side and looked to find out on the northeast corner, we had 300 curves, what conditions or curves meeting that condition need to be changed and that's what we told f.r.a. there was work to do. mr. davis: i don't have a lot of time left but have a lot of questions so if you could have your staff get back to me on if you found any other amtrak corridors with the same issues and when you estimate you'll be done identifying and actually

mr. boardman, maybe can help me out.you said on the northbound trains approach at 80 miles an hour at this junction and southbound trains approach at 110 miles an hour. so they installed this is what ended the episode at least to get to the dram at speeds of 90 on the southbound side. isn't it the fact that the required speed for the corridor 45 miles per hour when you slow down. note you don't just love down to a speed equal to or less than a derailment speed. you actually go down about half of it, right? >> are down to 50-mile per hour speed for a safety measure from the 98. >> if that's that's the case to recommend us be going to is that even though the approach is below a derailment speed, it's not recommended that you take at 80 can't even though -- >> know and we been going around the corner since the '30s and the same construct is there. >> but it was featured in engineer take that corner? >> fifty miles an hour spent northbound, 50. it was just an oversight not to put the apcs system that workforce reduction in s

mr. boardman, positive train control. you said in your statement you committed getting it by the end of the year. can you talk all of it about the process you can put the last couple of months? we had this conversation a spectrum. virtually the last step of the equation and can you talk about the cost and the money get the money and toggle bit about the spectrum? >> we at this point in time to have positive train control installed on the northeast corridor. all sections that we don't on the northeast corridor is fine. what we learned along with freight railroads that 900 megahertz system that exists right now really wasn't providing the kind of reliability. it was having even more difficult and high density areas. so the decision was by all the roads that we need to go to a 220 megahertz kind of radio system. that really provides a much better propagation of significant much more reliable service. so what we've been doing is making sure that we finally received approval for the 220 megahertz system within the last couple

mr. boardman, positive training control. you said in your statement you're committed to getting it by the end of the year. the -- can you talk a little bit about the process that you've been talking to the last couple of months and i know you were talking spectrum and that was the last step of the equation and can you talk about the cost and the money? you have the money? can you talk about the spectrum? >> we, at this point in time do have the positive train control installed on the northeast corridor. all sections that we own on the northeast corridor is fine what we had learned along with the freight railroads is 900 megahertz system that exists right now really wasn't providing the capability and high density areas. the decision was that we needed to go to a 220-megahertz radio system. that really provides a much better propagation of the signal and a much more reliable service. so what we've been doing is making sure that we finally received approval for the 220 megahertz system within the last couple of months and we h

mr. boardman going back to the first question that mr. defazio asked about buying new train cars, if this stud zi, whenever it gets done comes with the recommendation that new requirements should be made for train cars that meets some increased standards for side crashes, are we going to get any new cars? how many cars have we gotten? you look at the pictures of the cars so crashed compared to the locomotive. would you elaborate open that. >> they have a lower section and i went to that accident site. >> i think you were the assistant director at that time? >> pardon me. >> i realize you were involved in the report -- >> i was ceo for amtrak. i went out there at that time and look d at what happened. it was a double tractor-trailer. the side impact is what killed our conductor but it was really a signal case that the back trailer came up and hit the top of the train that did the passenger death and injuries. there is a i think there would be -- i'm not an engineer, mechanical engineer, there is a huge problem at that particular location.

mr. boardman, you'll order new trains and when you do, implement seat belts. those are two thing and with that, one other thing. mr. chairman, i ask unanimous consent to include in the record materials from the fcc showing what the fcc has done to -- i won't say help but help and/or hinder the move towards positive train control. >> without objection, so ordered. >> i yield back. see, i gave you time. >> mr. stanford were here, he would take note. obviously, there's a lot of frustration in the committee, and, certain, a lot of tension to the lack of answers thereof, and it's been three weeks now, and this is all over the media, rightly so loss of life and there are americans that are still looking for answers and just as well. i know you'll continue to do your research but you've come before the entire committee of congress without cell phone information, whether the cell phone was on or off, operateble, to not understand what the records are after three weeks, and to not have an idea if there was a mechanical failure when you have the train. service was put in