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| Re: Train was going 80MPH in 30MPH zone (1459341) | |||
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Re: Train was going 80MPH in 30MPH zone |
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Posted by Jackson Park B Train on Thu Dec 21 16:35:55 2017, in response to Re: Train was going 80MPH in 30MPH zone, posted by ElectricTraction on Thu Dec 21 13:08:39 2017. First the Philly crash was AMTRAK's fault because the PRR installed overspeed enforcement was turned OFF.Second, FWIW, after the 1996 Silver Spring (Georgetown Jct.) head-on the "delayed in block rule" came in w/ signs reminding engineers os same. CSX reiterated the requirement to radio call signals. (In this case the radio was being flaky and there are no tapes from Jacksonville) The incident occurred becausea train which should have encountered a "yellow" was run as if it encountered a"green". The C/R was in the cab w/ the engineer in an aluminumskinned push-pull coach. There was no intermediate block signal between the revenue stop at Kensington and G J. At the time, I said that any route w/ passenger operations should have cab signals to at least have the speed/occupancy indications are right there in the cab. FRA instead chose to require stronger, heavier structure for cab cars. That is why the two Talgo Mater and Pater were built, and the de-motored F40 cabbages used. As we saw, having a crunch proof engine leading had no effect on speed enforcement. I will add that decades ago when Nevada had areasof "drive as fast as youplease" there were "speed zone ahead" signs preceeding "speed limit xx" segments. Cab signals couldhave been ignored just as easily as wayside signals were at Chatsworth--so not a complete solution. |
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