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Post Info TOPIC: Amtrak mishap on NS!!


Force Majeure

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Amtrak mishap on NS!!
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Royal GorgeUS is pissed they stole the copper from the single system.

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ATTENSION MOdemators pleas IMFORM or restric Litte Brian

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Investigators: Amtrak train was speeding

By SOPHIA TAREEN, Associated Press Writer 1 hour, 24 minutes ago

CHICAGO - An Amtrak train was going about 25 mph over the speed limit despite a signal indicating another train was on the same track moments before it hit a stationary freight train, injuring dozens of people, federal officials said Sunday.

The Amtrak train's engineer told investigators he realized the speed limit was 15 mph in that stretch of track but accelerated to 40 mph anyway, National Transportation Safety Board Vice Chairman Robert Sumwalt told reporters.

The speed limit on that portion of track, which is usually 79 mph, had been reduced to 15 mph by a red and yellow "restricting signal," indicating another train was on the track, the official said.

Moments after accelerating, the engineer noticed the freight train ahead and applied his emergency brakes; the passenger train then skidded about 400 to 500 feet and slammed into the freight train at about 35 mph, Sumwalt said.

Sumwalt declined to assess blame or say human error caused Friday's accident, and he did not say why the engineer might have been speeding.

"Part of our investigation is to figure out why that signal (indicating the 15 mph limit) was not obeyed," Sumwalt said.

Federal authorities on Sunday wrapped up two days of investigations, which included interviews with crew members and reviews of data from event recorders, as they tried to determine why two trains ended up on the same track.

Investigators will try to reconstruct the crash and may dismantle the locomotive to figure out what went wrong, Sumwalt said.

The analysis will likely take months.

"We're not here to point fingers," Sumwalt said. "We're here to find out what happened so we can keep it from happening again. ... This is the very beginning of this investigation."

Most of the 187 passengers on board the Pere Marquette traveling to Chicago from Grand Rapids, Mich., walked away without major injuries from the impact, which catapulted people from their seats.

The accident sent 71 people to hospitals. Three people one Amtrak crew member and two passengers were hospitalized overnight and released Saturday.

A police surveillance camera recorded the accident, and the NTSB will review the footage, Sumwalt said. Investigators didn't plan to make that footage immediately available to the media, he said.

The accident caused $1.3 million in damage, federal authorities said. Most damage to the passenger train was concentrated at its engine, where two of the five Amtrak crew members were, authorities said.

The train's three double-decker passenger cars remained upright.

The Norfolk Southern freight train was traveling from Elizabeth, N.J., to Chicago, and neither of two workers aboard was hurt.



-- Edited by Buckethead at 20:26, 2007-12-02

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Buckethead wrote:

 

Investigators: Amtrak train was speeding

By SOPHIA TAREEN, Associated Press Writer 1 hour, 24 minutes ago

CHICAGO - An Amtrak train was going about 25 mph over the speed limit despite a signal indicating another train was on the same track moments before it hit a stationary freight train, injuring dozens of people, federal officials said Sunday.

The Amtrak train's engineer told investigators he realized the speed limit was 15 mph in that stretch of track but accelerated to 40 mph anyway, National Transportation Safety Board Vice Chairman Robert Sumwalt told reporters.

The speed limit on that portion of track, which is usually 79 mph, had been reduced to 15 mph by a red and yellow "restricting signal," indicating another train was on the track, the official said.



Are NS signals different than BNsf? Red over yellow? Yellow over red? What was it? Restriciting signals usually are lunar? If the signal was yellow, the NS train would have never been in his block?

I need to find out from the Drain Odors investigation team...

 



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That part of NS is former Conrail territory. I'm certain these signals are former NYC signals and their restricting is a red over yellow. The former NYC signals don't use lunar white as a restricting signal. I remember after split date they really stressed to us the difference between CSX medium approach and Conrail restricting for those that operated on both territories. Big difference.

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Slug, you sure that stretch right there isn't old PRR position lights, rumor has it that it was, near 55th Street.

Perhaps our new buddy, Whistle, err, Turbo, err, whatever he's calling himself, could hold an on-line signal seminar for our enlightenment. I'm sure it would be eye opening.



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Chilean Night Skies



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I need sum lernin' 'bout dem siggynals...

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noracsignalaspects-front.gif
noracsignalaspects-back.gif

-- Edited by Calvin at 00:26, 2007-12-03

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Cy I'm not certain if that is old PRR or NYC. Regardless, it appears somebody screwed up.

Calvin, thanks for posting that. I see there is a lunar for restricting signals but on the former Conrail territory I've operated over, nearly none of them use lunar white. The only exception being a former PRR dwarf signal. Even those could get you in trouble. Some mistaken two lunars horizontally as a restricting. It's not!

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290.gif290Restricting
Proceed at Restricted Speed until the entire train has cleared all interlocking and spring switches (if signal is an interlocking or CP Signal) and the leading wheels have:
  1. Passed a more favorable fixed signal; or
  2. Entered non-signaled DCS territory.
In CSS territory, trains with operative cab signals must not increase speed until the train has run one train length or 500 feet (whichever distance is greater), past a location where a more favorable cab signal was received


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YardSlug wrote:

 The only exception being a former PRR dwarf signal. Even those could get you in trouble. Some mistaken two lunars horizontally as a restricting. It's not!



We had an engineer who got himself fired over one of those.  He stopped at it, decided it was a restricting, and pulled through it.  He could have taken time out to refer to his rulebook but he would have had to dug it out of his grip, too much trouble.



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Do all trains run with cab signals out there? I've only seen cab signals once, and it was in a NS unit on a grain train...

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Buckethead wrote:

Do all trains run with cab signals out there? I've only seen cab signals once, and it was in a NS unit on a grain train...



Most Ex-Pennsylvania Main Lines had cab signals. The RF&P also had them.
In Large Metropolitan areas where a lot of passenger trains are run the trains had cab signals and some form of Automatic Train Stop. CSX tried to turn off the RF&P's cab signal system when they took over, but the Powers that be said NO...there's too many Passenger trains over that track.
All our trains headed to or from Richmond have to have a lead engine with an operating cab signal. 



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The High Line in Philly and SEPTA's Mainline is the only places I run on cab signals. I haven't gotten qualified yet on the NS Morrisville Line.

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Bucket, I've never worked in cab signal territory, all the cab signal territory I know about on NS is former Conrail territory and it's all east (or southeast) of Cleveland.

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