The following video shows a tractor trailer running a grade crossing and gate got broken in front of train. Article says trucking company denies that there is any hazard.
https://ca.finance.yahoo.com/news/police-video-shows-truck-crashing-141600930.html
Since it was an Amtrak train that was placed in danger, maybe they ought to charge the driver with attempted vehicle homicide, with the intermodal facility managers as accessories. That might be the jolt that would get their undivided attention.
Doesn’t the attitude reported here sound remarkably like the petroleum shippers who don’t want to invest in safer tank cars?
Chuck
Video doesn’t show IF the truck had reached the ‘decision point’ prior to the beginning of the flasher period. The cab and 9/10ths of the trailer had passed the ‘exit gate’ prior to the gate snagging on the rear portion of the trailer (container).
If the driver was passing the ‘decision point’ when the flashers started - had he attempted to stop, he would have ended up stopping ON the crossing. The appearance of the road set up seems to have about one truck length between the rail crossing and the highway intersection and traffic light. No truck will ever be in a position to cross the railroad ‘at speed’.
Four quadrant gates have their issues and this is one of them. While I am not giving the truck driver a pass, the design of the railroad crossing and highway intersection gets a FAIL.
An interesting observation, BALTACD, I noticed, too. I also wonder about the length of the trailer and general size of the tractor and trailer. Combined they must be 60 or more feet long. Even if the cab was at or past the “decision point” the rig length was too much to clear the crossing in time. And the speed has to be reconsidered to ascertain a new “decision point” for either stopping before the crossing or clearing the gate and crossing in a safe and timely fashion.
Since it is a given that truck drivers (and automobile drivers) run stoplights quite frequently, it is not especially surprising that they would run rail crossings as well, gates down or not.
Had the truck run a gate that was down, it would be one issue. Gate had not started down until the cab and over half the trailer had cleared the crossing. Considering the video, one can’t tell if the trucker saw the flashers prior to passing his nearest flasher unit or not.
Balt – important points.
Question is there a standard of flashers till gates start down or do different locations have different times ? As well what are the times for the four quadrant to start down ?
Flashes to gates starting down might be a function of the stopping distance which is dependent on traffic speed ?
Timing is based on train speeds, general road traffic patterns and speed limits base on certain size vehicles, and sight distances up and down the track. At least these are considerations. In this case the truck driver could very well get a pass. But we can’t tell if the flashers were working and the bell sounding when he approached them…and these are the two initial warnings given based on train speeds, etc. That is why I questioned the size of the trailer and tractor; it seemed long, perhaps longer than the safety zone was designed for. There is a lot we don’t see or hear here beyond what is visible.
I see. Then the question is one of timing. How many seconds elapsed between the beginning of the flashers and bell activating and the starting of the gates lowering? And how many seconds between the flashers and the lead engine entering the crossroad area?
And of the motor vehicle getting through the plane of the gate and onto and off the track.