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CTA train that ran away had power on, NTSB says
This sounds like the old 700’s of the steam era on the former Nickel Plate were safer to operate than these new hi-tech CTA cars. NKP had ATS at every signal that would apply the train brakes if a stop signal was disregarded - and had to be reset by hand by the engineer. It sounds like CTA is bypassing a bunch of safety rules, for the sake of convenience. They need to get rid of that outdated mechanical junk and get something more positive. An ATS that resets itself? That’s rediculous!
Could someone explain how the trainstop could be triggered and not need to be reset by an operator. In the New York Subway the motorman has to get out of the cab and get under the vehicle to reset the mechanism.
At the yard lead, most railroads set derails to stop unauthorized movements…why doesn’t the CTA?
The CTA is a government operation. Which makes it easy to conclude the CTA workers have been taking shortcuts with management looking the other way for a very long time. All the safety equipment was rigged so it was no longer functioning as intended. Adding one more piece of safety equipment or another rule won’t make one bit of difference at this point. This is a safety mentality issue. The solution is to track down the workers and management people who think safety is the job of somebody else. Once found, eliminate them from the CTA. Of course that will never happen because the union will protect the workers no matter how unsafe the worker happens to be while the politicians will protect management via under the table kickbacks and other deals. After all, this is Chicago, where they are experts at that sort of thing.
Sounds almost exactly like what happened at Lac-Megantic, only on a much smaller scale and fortunately no deaths this time as a result. It seems people never learn.
I thought there is a deadman control as well–why wasn’t that working?
Guse is a comedian. His comments intend to get vitriolic reactions. His stuff stays pure. I admire somebody who stays with sh__ so long.
Guse…Stay loose…keep the laughter coming…well, not sexually.
Pretty stupid, an automatic train stop that resets itself! What’s the point in having it at all?
Besides, why waste electricity keeping these trains powered up when idle for a long time–WHY?
Simple questions like this seem to indicate what is more apparent every day–people are more like automata, with their ability to think amputated. TV, drugs legal and illegal, mercury, fluoride, politics–too much to think anymore.
And you know all these safety shortcuts were taken how? Mr. Guse? Every thing you wrote was politically charged assumptions, lies, and nonsense. Your vile ugliness doesn’t belong in this forum, and is unwelcome. Stick to facts you know are true and keep your political views to yourself. Your comments are not cute.
How much electricity can the C.T.A. be wasting by routinely leaving idled and parked trains in the ‘power-on’ state, as the N.T.S.B. seems to note? This is a huge waste of funds.
In addition, the N.T.S.B. statements make me wish I had an Illinois law license, as the liability on injured persons is going to be beyond the pale. There is no way the C.T.A. can put their pathetic safety standards before a jury, and they will have to generously settle these injury cases.
If I were an elected official with a hand in the C.T.A., I would be livid, and looking to contract out the whole operation to parties with a financial and moral interest in safety and efficiency.
Why does an emergency braking system include an automatic function “to recover and reset from the emergency brake application and proceed through a mechanical train stop mechanism after a momentary stop”? Why not require the operator to start the recovery manually after ensuring that the train can proceed safely?
Mr. Carlin and Mr. Savoye, consider the source. As you two gentlemen heard the term, “Loose as a goose”; you know what that means and certainly this pseudo intellectual from Illinois can really spew it out.
Ian, the “Train Operator” at the NYC subway can reset the tripped brake system from the cab and does not have to go under the equipment unless the tripping arm is stuck on debris or other obstruction. I’m not sure with the newer equipment, but when i worked for NYCT in the 90’s if the master controller was inadvertently left in the appropriate position, the train was known to recharge itself after an emergency application just like at CTA. Also, subway operators are not Engineers. That terminology is for railroads.
THINK ABOUT WHAT MR. GUSE WROTE…“”“THIS IS CHICAGO”""OBUMA IS FROM CHICAGO…OUR GOVERNMENT HAVE BRAKES IN PLACE, BUT ARE RELEASE BY OBUMA AND HIS CROWD.
THINK ABOUT WHAT MR. GUSE WROTE…“”“THIS IS CHICAGO”""OBUMA IS FROM CHICAGO…OUR GOVERNMENT HAVE BRAKES IN PLACE, BUT ARE RELEASE BY OBUMA AND HIS CROWD.
THINK ABOUT WHAT MR. GUSE WROTE…“”“THIS IS CHICAGO”""OBUMA IS FROM CHICAGO…OUR GOVERNMENT HAVE BRAKES IN PLACE, BUT ARE RELEASE BY OBUMA AND HIS CROWD.
Let me add some things to what Ian Narita said about the NYCTA and safety. As a former conductor, if we parked a train, we had to set hand brakes. It depended on how many cars that the train. Also, if a train passed a red signal, a trip arm would hit an emergency break “arm”. This too will stop a train. I seem to remember and if I’m wrong, I’m sure that Goosie will correct me, that a CTA train crashed into another and it had ran a red signal, but there was nothing to stop it. I guess that this hasn’t been fixed.
Isn’t there a “dead man’s switch” on Chicago el trains like they have on the NYC subway system?