Rail accidents including derailments have been trending down in the U.S. as the number of miles travelled by trains drops.
However, the rate of accidents per mile has been going up, according to the Federal Railroad Administration. Railway unions contend rail transportation has become riskier in recent years following widespread job cuts. Most rail accidents involve freight trains, and fatalities involving passenger trains are rare.
That would depend on:Apparently, the defect was bad enough to cause a serious derailment, but it was not sufficient enough to cause the signals to turn read on each end of that block.
Only one was in the SSL. The other two could have happened in any vestibule.Since the fatalities were in the SSL, I hope the STB doesn’t overreact and declare them unsafe.
That's why they need to prevent people from passing between cars, just like they do on the New York Subway. (See the recent stuff about "subway surfing," although Amtrak is different, as there's no way to access the outside of the train car from the passageways between the cars,) Please let's not give anyone any ideas, or we'll all be forced to stay in our rooms or seats for the whole duration of the trip.Only one was in the SSL. The other two could have happened in any vestibule.
Prevent people from passing between cars on a long-distance train? No. People need to get to the dining car and lounge car.That's why they need to prevent people from passing between cars, just like they do on the New York Subway. (See the recent stuff about "subway surfing," although Amtrak is different, as there's no way to access the outside of the train car from the passageways between the cars,) Please let's not give anyone any ideas, or we'll all be forced to stay in our rooms or seats for the whole duration of the trip.
He was being sarcasticPrevent people from passing between cars on a long-distance train? No. People need to get to the dining car and lounge car.
I missed that. I needed to have kept reading.He was being sarcastic
The BNSF former GN High Line is generally maintained to high standards and its FRA Class 4 status requires track inspections at least twice weekly. BNSF generally does not cheap out on maintenance on its mainlines.Maybe they should just force the Railroads to spend the money to maintain their tracks.
I doubt that's how they are going to see it. The fact that this potential sun kink occurred in an area that had just had major work done and the speed restriction lifted only 11 days earlier is likely a key focus and general maintenance practices will get heavily scrutinized. I tried to go through the track factual report but not knowing enough about track engineering I simply don't know how to interpret some of what I read. I picked up a couple areas of interest that one of the articles also mentioned but I again don't know enough about track maintenance to really know what may be particularly concerning or raise questions. If there's any change to maintenance and inspection practices that could lead to an incident like this being less likely they will surely make a recommendation - there's almost always something in this kind of thing even when there isn't a glaring bombshell.This one is probably in the "s happens" category.
Agreed.Maybe they should just force the Railroads to spend the money to maintain their tracks.
Between Shelby and all the way to MN the track can be extremely rough. So I’m not buying the whole it’s well maintained issue.The BNSF former GN High Line is generally maintained to high standards and its FRA Class 4 status requires track inspections at least twice weekly. BNSF generally does not cheap out on maintenance on its mainlines.
The next train over that section likely would have derailed, passenger or freight.
This one is probably in the "s happens" category. However, with that said, the NTSB is now likely laser focused now on track maintenance on that section of track and any irregularities or bad practices will no doubt be in its final report.
I can not go into details about emergency situation training. However, I will say that I feel perfectly comfortable with what has been given and is mandated by the FRA.One thing that is pretty clear from the Crashworthiness/Survival Factors report is Amtrak is going to get reamed out in the final report on issues of crew responsibility, training and organization in case of an emergency situation.
Rough and unsafe are two different things. Many sections of the NEC don't win any smooth ride prizes, either, but I do not consider it unsafe. Also the roughest rides I have ever experienced was on the Silvers. A water bottle flew across me in bed without hitting me on that one. No section of the Builder (which I ride with some frequency) matches that one for rough rides.Agreed.
Between Shelby and all the way to MN the track can be extremely rough. So I’m not buying the whole it’s well maintained issue.
I can not go into details about emergency situation training. However, I will say that I feel perfectly comfortable with what has been given and is mandated by the FRA.
He was being sarcastic
I remember some rough rides on the silvers but lately it seems to not be quite as bad down that way. I rode the Auto Train in October and the Meteor in January and I don’t remember anything being particularly noticeable rough. Always some bumps of course. The roughest I recall is Nebraska on the Zephyr, which is BNSF.Also the roughest rides I have ever experienced was on the Silvers.
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