Southwest Chief derailment (June 2022)

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Nobody but some railfans (those in the rivet counter tribe) are interested in or have any idea of what the physical car numbers are, and the car line numbers (like "430") have not been reported widely, if they have been reported at all.

Amtrak has never changed the train name or number after any wreck with fatalities either, which would be the closer analog to airline practice. The Cascades are still the Cascades after the Nisqually wreck, the Empire Builder is still the Empire Builder after going on the ground and flipping over some cars at Joplin, MT. The Silver Star is still the Silver Star after having a head on with a freight train at Cayce, SC. The Sunset Limited is still the Sunset Limited after having plunged into Bayou Canot (though that segment of the Sunset is no longer operating for unrelated reasons).
We don’t consider ourselves to be in the rivet counting rail fans category, but we do like to write down the physical car numbers of the SWC trains we ride on. (We’ll walk the length of the train and write down all the car numbers during the extended service stops in Albuquerque or La Junta.) We’ll also include these numbers in our trip reports.

Having these car numbers available for future reference sometimes comes in handy. For example, on an eastbound SWC No. 4, we drew a bedroom E where there was no hot water for the shower. On our return trip on SWC No. 3 15 days later, we again had a bedroom E where there was no hot water for the shower. By referring to the physical car number we were able to determine that it was same sleeper we’d had while heading east. On another trip, we were able to determine that our SWC No. 3 train had most (but not all) of same cars in its consist as the SWC No. 4 train we’d ridden on while heading east.

Using a railcam video that was posted online and which showed the same SWC No. 4 train that was involved in the Mendon derailment, we were able to record most of the physical car numbers. (We did compare them with the SWC cars from our trip last year and none of them matched.) We’ll keep these car numbers handy to see if any of them ever turn up in the consists of our future SWC trains.
 
Here you go.

As copied from a railcam video identified as having been recorded at Glorieta on Sunday, June 26, 2022, here are the physical numbers of the coaches in the consist of the SWC No. 4 train that was derailed at Mendon. (I think I got them all.)

133 GE P42DC Loco
166 Power Unit
61053 Superliner II Baggage
39045 Superliner II Transition Sleeper
32104 Superliner II Sleeping Car
38060 Superliner II Dining Car
33046 Superliner Sightseer Lounge Car
34026 Superliner Coach
31029 Superliner I Coach/Baggage
34102 Superliner II Coach
 
After some 'dusting off' and replacing 'outed' windows and other items damaged by the derailment, I wouldn't be surprised that the Super-Liner cars involved will be back on the rails asap. Those cars make revenue but not when out of service. Now however, an overturned car where people were killed in it; that may haunt some folks if they knew what had happened in there prior. Airlines eliminate flight numbers after a disaster. Perhaps Amtrak will change car I.D's on the units involved.
I suggest you read the July 6 item by Bob Johnston on Trains.com

Maybe someone can post the link. I don't have it at hand.
 
From the video showing most of the cars upright, and little exterior damage, what are the odds any of these cars will eventually be put back in service?
After some 'dusting off' and replacing 'outed' windows and other items damaged by the derailment, I wouldn't be surprised that the Super-Liner cars involved will be back on the rails asap.
I suggest you read the July 6 item by Bob Johnston on Trains.com
Maybe someone can post the link. I don't have it at hand.
I believe this is it...

https://www.trains.com/trn/news-rev...ther-strain-on-amtrak-capacity-woes-analysis/
 
As copied from a railcam video identified as having been recorded at Glorieta on Sunday, June 26, 2022, here are the physical numbers of the coaches in the consist of the SWC No. 4 train that was derailed at Mendon. (I think I got them all.)

133 GE P42DC Loco
166 Power Unit
61053 Superliner II Baggage
39045 Superliner II Transition Sleeper
32104 Superliner II Sleeping Car
38060 Superliner II Dining Car
33046 Superliner Sightseer Lounge Car
34026 Superliner Coach
31029 Superliner I Coach/Baggage
34102 Superliner II Coach
I've been on the SSL back in March/April of 2021 on the Sunset.
 
https://www.msn.com/en-us/news/us/l...ver-capacity-before-missouri-crash/ar-AAZkjip
This is interesting. This is my “home train” I ride it often and it is very true they use the SSL for “overflow” seating. I’ve heard the announcement a few times myself.
I wonder what are these "passenger lounges" that they claim were being used for baggage? Do they mean the restrooms?

They referred to the SSL as the "observation car", so apparently that's not it.
 
“A former Amtrak employee tells News Wire that Amtrak management “probably let cars sit because it costs about $13,000 to put a car back in service.”

That’s the fare of 3 bedrooms, one way LAX to CHI on the SWC. Whether the above is a true statement or not I find it curious that cars of all types could be inspected and made road worthy within 72 hours of the derailment. It would be nice to know how many cars are sidelined for lack of minor inspections vs stored for damage.


https://www.trains.com/trn/news-rev...ther-strain-on-amtrak-capacity-woes-analysis/
 
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MODERATOR'S NOTE: Perhaps it is time to gently curve back to the topic of the thread, which is Southwest Chief Derailment.

A number of posts have been moved to the Amtrak Dining thread and several other off topic posts have been removed.

Please stick to the present grade crossing incident topic on this thread.

Thank you for your understanding, cooperation and participation!
 
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So back in the day, while drive a ambulance we were told not to use the siren on the highway. The folklore was you were out driving the noise above 50 mph. I know from experience that the emergency equipment has to be on top of you before you hear the siren when traveling at highway speeds.

So if the train was traveling at 90 mph and the truck was making truck noise, when did the truck driver hear the on-coming train? Or was it a visual clue that was required, to know there was a train approaching? At a bad angle with brush close to the line of sight?

Seems to be several factors at play here.

Also these folks are not the first to complain about how the railroad maintained there tracks. The pouring of ballast, and raise the tracks ever year has been blame for several issues. Vehicles get stuck going over the hump to flooding of towns, are issue I have heard about.
 
So back in the day, while drive a ambulance we were told not to use the siren on the highway. The folklore was you were out driving the noise above 50 mph. I know from experience that the emergency equipment has to be on top of you before you hear the siren when traveling at highway speeds.

So if the train was traveling at 90 mph and the truck was making truck noise, when did the truck driver hear the on-coming train? Or was it a visual clue that was required, to know there was a train approaching? At a bad angle with brush close to the line of sight?

Seems to be several factors at play here.

Also these folks are not the first to complain about how the railroad maintained there tracks. The pouring of ballast, and raise the tracks ever year has been blame for several issues. Vehicles get stuck going over the hump to flooding of towns, are issue I have heard about.
I think approaching an uncontrolled railroad crossing, use of the Mark I Eyeball is wise in addition to listening. The "visual clue" being a train on the the tracks.
 
I think approaching an uncontrolled railroad crossing, use of the Mark I Eyeball is wise in addition to listening. The "visual clue" being a train on the the tracks.
I agree, A train traveling at 90 miles give you how many seconds of advance notice? How long does it take a vehicle to cross say intersection? You have to see and reaction correctly. There a reason the locals are demanding a safer and better way across these two tracks.
 
I agree, A train traveling at 90 miles give you how many seconds of advance notice? How long does it take a vehicle to cross say intersection? You have to see and reaction correctly. There a reason the locals are demanding a safer and better way across these two tracks.
The NTSB report will doubtless have a full and meticulous analysis of sightlines and metrics. I am satisfied to wait on that.
 
I agree, A train traveling at 90 miles give you how many seconds of advance notice? How long does it take a vehicle to cross say intersection? You have to see and reaction correctly. There a reason the locals are demanding a safer and better way across these two tracks.
There is a solution to this - build a bridge over the tracks or an underpass under the tracks.
The trains and tracks are going to be there for quite sometime - there is always the option
to find a different way to get to the otherside depending on the need and cost.
But stop blaming the railroad - have a problem with line of site to the crossing - fix it -
clear the land !
When you don't have food on the table - blame the farmers
When you have supply-side issues - blame the truckers
When you can't cross RxR tracks - why of course blame the railroad -
People people take time to take the blame out of this and responsibility !
Don't be dumb and do stupid things around RxR tracks/crossings !

The only benefactors getting rich out of this are the lawyers and litigators !
 
Aren't all trains supposed to start blowing horns 500 ft from the crossing. 90mph and 500 feet wont be but 3 to 4 seconds.
 
Aren't all trains supposed to start blowing horns 500 ft from the crossing. 90mph and 500 feet wont be but 3 to 4 seconds.
As noted in earlier posts in this thread, the FRA regulation states the grade crossing warning must start being sounded at least 15 seconds before reaching the crossing, but no more than 20 seconds.

The reg is expresses the grade crossing horn requirement as a function of time, not distance.

You are correct that starting to sound the at 500 feet would only give 3-4 seconds warning (3.8 seconds to be precise). Fortunately, the regulation is not drafted that stupidly.
 
As noted in earlier posts in this thread, the FRA regulation states the grade crossing warning must start being sounded at least 15 seconds before reaching the crossing, but no more than 20 seconds.

The reg is expresses the grade crossing horn requirement as a function of time, not distance.

You are correct that starting to sound the at 500 feet would only give 3-4 seconds warning (3.8 seconds to be precise). Fortunately, the regulation is not drafted that stupidly.
And then there are some crossings by local ordinance "NO TRAIN HORN" -
But really what good are horns in a corn field for only those ears to hear.
Locomotives have head lights very bright flashing - alternatively - and those new Siemens with LED blinding lights -

Matter of physics light travels faster and farther than sound -

Wake the heck up when you see bright flashing (alternating) lights coming your way -
You do it for emergency vehicles on the road (or at least you are supposed to) -
We keep beating around the bush - kicking the can down the road - putting this on the back burner -
What part of getting out of the way of a train coming do you not understand !
 
As noted in earlier posts in this thread, the FRA regulation states the grade crossing warning must start being sounded at least 15 seconds before reaching the crossing, but no more than 20 seconds.
Also in the FRA -
“If a train is traveling faster than 60 mph, engineers will not sound the horn until it is within ¼ mile of the crossing, even if the advance warning is less than 15 seconds.”
 
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