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CSX does it again
WASHINGTON, D.C. CSX, a railroad where some suggest that "operating safety" is more of a slogan than a realized objective, has done it again dumping five loaded coal cars into the Anacostia River here, which is in the backyard of Congress. The derailment occurred Friday afternoon, Nov. 8.The Washington Post reported the derailment took place at the end of a rail bridge. There were no injuries, according to the D.C. Fire Department. A total of 10 cars derailed, with five tumbling into the river.
November 9, 2007


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I believe it happened at the bridge that was closed for awhile. Great repair job.

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Fact:
A Richmond crew was taking loaded coal train from Richmond, Va to Bennings Yard, DC. 
 
Speculation:
Aboundsashamed

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Back in my years as a BNSF bridgetender,
those loaded coal trains crossing caused
all kinds of movement of the bridge that
the other trains didn't. It was basically like
sitting through 10 minute earthquake.

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Calvin wrote:

Fact:
loaded coal train




If a coal train wasn't loaded, wouldn't it be a hopper train?

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Snippy wrote:

Calvin wrote:

Fact:
loaded coal train





If a coal train wasn't loaded, wouldn't it be a hopper train?

Not on CSX. Many "U"; "V"; and "T" trains are unit coal trains. They will travel back and forth to the mine with the same designation. In these cases you need to know if it is a loaded coal train or an empty coal train. ( I have witnessed, and been the engineer on such coded trains that were loads going back to the mine!! Its only happened about 3 times in the last 10 years(that I know of), but a powerplant can reject the coal if it don't meet thier specs) so, you can't assume that just because hoppers are going west back up the mountain that it is an empty train.
On the other hand all "E" trains are empty hoppers.
The train in question was the V61505 which was, at the time referred to, (on CSX), a loaded coal train.

Please refrain from consulting with Boydie or any of the other DrainOder "Legend in thier own mind" Whistle Dorks. You can ask me a question straight out and I will give you the CSX correct answer.biggrin

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Workers clean up CSX derailment site
WASHINGTON -- Workers are cleaning up the site of a train derailment that occurred on a bridge over the Anacostia River.

The CSX freight train derailed Friday after it got loose from a nearby railyard, traveling on its own to Anacostia before several cars filled with coal ended up in the Anacostia River. Once the train made it to the Sousa Bridge near Pennsylvania Avenue, the bridge -- which was under construction -- collapsed, causing the derailment.

Several cars that contain coal are still underwater, officials said. Quality tests on the water are continuing.

Officials said that so far, the tests on the water show normal conditions.

CSX officials told News4 that the train rolled away from the Benning rail yard because its brakes weren't secured. The train apparently rolled more than a quarter mile before plunging into the river.

Officials have said removing the train cars from the water is too dangerous because the bridge is in serious disrepair. Officials also said that moving the submerged train cars could stir up 100 years of sediment settled in the river, creating environmental problems.

Homeland Security officials said they are confident the derailment was an accident. No one was hurt in the derailment. But, officials said the incident brings another problem to the surface -- trains carrying hazardous materials traveling through the nation's capital.

(The preceding appeared on the Web site of television station NBC4 at www.nbc4.com on November 12, 2007.)

November 12, 2007


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CSX: Derailed train was on closed bridge
WASHINGTON -- CSX Transportation says it believes the derailment of one of its coal trains Friday (Nov. 9) in Washington was caused by a procedural error, according to this Associated Press report.

The railroad says the brakes on the rail cars were not secured properly and that caused them to roll out of a nearby yard and over a section of track that was closed for repairs.

Ten cars of an 89-car train derailed in the accident, which occurred on a bridge over the Anacostia River. Seven cars full of coal ended up in the water.

CSX spokesman Bob Sullivan says barges and cranes are en route to the scene to remove the cars and the coal from the river. The process is expected to begin Monday (Nov. 12).

(The preceding Associated Press report was published on Saturday, Nov. 10, 2007.)

November 12, 2007


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Looks like they just wanted to leave the cars in the river, siteing they didn't want to stir up 100 years of silt. Sounds like bs to me.

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Freddie Krueger wrote:

Looks like they just wanted to leave the cars in the river, siteing they didn't want to stir up 100 years of silt. Sounds like bs to me.



It was decided last year that the bridge has to be replaced...they dont want that 1 track bottleneck between Virginia and Annacostia. Those cars in the river would be in the way regardless, every day that goes by they become more expensive to remove. 



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CSX says train that derailed and fell into river was not properly secured

(The following story by Sandhya Somashekhar appeared on the Washington Post website on November 11.)

WASHINGTON, D.C. The train that derailed and dumped possibly hundreds of tons of coal into the Anacostia River on Friday is believed to have rolled onto a damaged bridge because an operator failed to secure the brakes properly, CSX Transportation officials said yesterday.

The bridge was under repair and out of service when the unmanned, 89-car freight train rolled onto the span about 3 p.m. in Southeast Washington, officials said in a statement. It coasted more than a quarter-mile before ending up on the bridge, which collapsed under the train's weight.

Many CSX employees "are not working right now while the investigation continues," CSX spokesman Robert Sullivan said. "Any further action would be determined as part of a formal process that is laid out in the collective bargaining agreement."

No one was hurt in the accident, but seven coal cars plunged into the river and at least two more spilled their freight, said Alan Etter, spokesman for the D.C. Fire and Emergency Services Department. Each car can hold as much as 100 tons of coal, but it was unclear whether they were all full. Inspectors have tested the water repeatedly and have found no significant environmental threat from the coal, he said.

But D.C. environmental officials are very concerned about the impact of the clean-up effort, Etter said.

"You've got these really heavy rail cars that have just plunged into the water and into the muck," he said, explaining that decades' worth of pollutants and other harmful materials have settled at the bottom of the river. "When they start to remove these rail cars, it's going to cause this material to wash up and down the river."
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CSX and contract crews spent yesterday moving the undamaged cars off the bridge and doing initial cleanup. Barges, cranes and other equipment are expected to begin arriving at the scene today, and crews are expected to begin fishing the cars out of the water tomorrow, Sullivan said.

The bridge was one of two spans owned by CSX that cross the Anacostia near RFK Stadium. The one that collapsed was taken out of service in November 2006 after a routine inspection found structural problems. The second span was closed yesterday as crews repaired damaged caused by the accident.

Tuesday, November 13, 2007



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Unstable & Irrational

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Oh Boy, fourth quarter profits aren't going to be as good now.

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So now its now OUR BROTHERS FAULT that some industry dumped shit in the river 100 years ago.

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Derailed train exposes weakness in rail security
WASHINGTON -- Last week's CSX freight derailment in Washington, D.C. offers dramatic evidence of why the Bush administration's existing approach to rail and chemical security is inadequate. The consequence of this runaway train is a serious but manageable environmental challenge, but it is a grim reminder that we have yet to adequately address one of the nation's most serious homeland security vulnerabilities.

According to news reports, personnel moving cars around CSX's Benning Yard complex failed to properly set a brake, causing a freight train loaded with coal to wander across an aging and inactive bridge that spans the Anacostia River. The bridge gave way and several rail cars plunged into the water. The rail yard sits within a couple of miles of the U.S. Capitol, a new baseball stadium, and other critical infrastructure.

While this accident posed no significant threat to the public, the fact that the train was carrying coal and not a far more dangerous hazardous material like chlorine gas is, unfortunately, a matter of private sector corporate policy rather than government security regulation.

Six years after 9/11, it would be logical to think that the federal government would have developed policies that reduce terrorism risk to target cities like Washington, D.C. Logical and wrong.

The presence of a deadly substance like chlorine gas on freight lines that pass within blocks of the U.S. Capitol, which was the intended target for United Flight 93 on 9/11, would provide Al Qaeda or its sympathizers with a pre-positioned improvised explosive device. Exploitation of dangerous chemicals is no longer theoretical. Al Qaeda in Iraq has attempted on multiple occasions to use chlorine tanker trucks as bombs.

Rather than formulating policies that reduce the volume of deadly toxic-inhalation-hazard or TIH chemicals that are being transported across the country, the Department of Homeland Security has repeatedly pursued a path of least resistance that leaves cities like Washington unacceptably vulnerable.

In 2005, the District of Columbia, in the absence of any federal action on rail security, passed an ordinance that established a hazardous material exclusion zone in the heart of the city. The Bush administration joined CSX in successfully seeking an injunction blocking the measure. While the matter is still being litigated, CSX is voluntarily rerouting hazmat around Washington, D.C.

The federal government argued in court that it regulates railroads and that a national policy is preferable to a series of ad hoc local initiatives. Fair enough, but the Bush administration has failed to deliver an adequate national policy. The rail security rules it promulgated in late 2006, boiled down to the nitty-gritty, tell freight rail carriers to pay close attention to the bad stuff and keep it moving. Useful, but not sufficient.

Congress weighed in earlier this year. As part of the 9/11 Commission Recommendation Implementation Act of 2007, freight rail carriers must evaluate routing options for hazardous materials and choose the one that is both safest and most secure. That judgment is left up to the rail industry, which still believes that the "most secure" route is the straightest line between two points, in this case straight through Washington, D.C.

Rail carriers like CSX repeatedly conflate safety and security, even though they are very different challenges. Put a chlorine rail car next to the U.S. Capitol and you pique Al Qaeda's interest. Route the train through rural Maryland and Virginia and the rail system loses its appeal as a potential target.

Rail and chemical security are inexorably linked. CSX as a common carrier is obligated to haul what its customers produce or use. An effective security regime must look at the chemical supply chain from manufacture and storage to transportation and use. It should have as a specific policy objective reducing the volume of acutely hazardous materials manufactured, used, and transported today by promoting proven alternative technologies and business practices that cannot be exploited by terrorists.

The Bush administration is not an advocate of inherently safer technology alternatives, also known as IST. Congress passed temporary chemical security legislation in September 2006. While IST was included in the version that passed the House of Representatives Homeland Security Committee, it was dropped in the final bill following intensive lobbying by the White House and industry. These shortcomings should be remedied when the next administration and Congress consider permanent chemical security legislation in 2009.

Secretary of Homeland Security Michael Chertoff insists, whenever discussing rail and chemical security, that he is in the business of managing, not reducing risk. Last week's runaway train underscores how short-sighted this view is.

(The preceding appeared on the Web site of the Cnetr for American Progress at www.americanprogress.org on November 13, 2007.)

November 14, 2007


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