The crew perished when a DM&E train diverted into a siding in Bettendorf,IA
http://www.dmerail.com/Customers/Customers-StateoftheRailroad.html
Ed Terbell, DM&E vice president of operations,
Very sad to see this.
What is the method of operation in the area? Signalled or TWC/DTC dark territory?
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Wow! How tragic…either my eyes are deceiving me or there was an engine frame sitting there that had nothing on it, diesel engine or anything. I’ve never seen anything like that.
Let our thoughts be with the families of those who perished.
I work in dark territory so I feel the risks.
RIP Brothers.
Yep, it looks like everything above the frame was sliced off. I would like to know how such as that was possible.
My thoughts and prayers to the families & coworkers. I hope something constructive can come from this accident.
‘Dark territory’ is always a high-risk environment, but let me ask this -
Wouldn’t or shouldn’t there have been a high-visibility reflective red target on the switchstand [Q]
In theory, anyway, that would have provided the crew with a lot more distance and time warning of a mis-aligned switch - than suddenly observing at the last second in the mid-night darkness that the switchpoints are set for the wrong track. Provided, as long as there was enough sight distance - in the direction they were moving, at that location - to see the target in time to stop before it was reached - and no vandalism or tampering, etc. was involved.
- Paul North.
Has it been determined if this was a ‘man failure’ or vandalism incident?
From Trainorders.com
Date: 07/14/09 15:05
Re: Fatal derailment in Bettendorf, IA on DM&E
Author: bnsfengineer
A BNSF train crew was at the site of the derailment when it happened. I am not sure what/if they had anything to do with the derailment. They are tied back up in Galesburg and currently they are being “Held From Service”.
[ Reply To This Message ] [ Quote ]
Date: 07/14/09 15:55
Re: Fatal derailment in Bettendorf, IA on DM&E
Author: bnsfengineer
It is being reported that the Conductor on the BNSF Local Crew did not realigned the switch back after it was used.
If I remember right, that the tracks thru there are Track Warrant Control. Which makes me wonder if the Dispatcher is not maybe responsible for the derailment. There are to many variables now to know who or what is the cause.
I do know that the BNSF crew is devastated by the accident and fatalities.
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A similar accident happened on the DM&E in Brookings SD about 10 years ago. A west bound train was diverted on to a siding that contained load covered hoppers of soybeans for South Dakota Soybean Processors. The conductor was killed and the engineer was severely injured and lost one of his arms. The switch lock was broken off by a local hoodlum, who then threw the switch and covered the reflectorized targets with a black garbage sack. The young man was caught and sentenced to 15 years in the SD pen. Not enough punishment in my opinion.
There was also a recent derailment (and unfortunately fatal I believe) in South Carolina where a crew went off duty and left the switch lined for the siding their train was tied-up on. Later a train approached, went onto the siding and plowed-into the stopped train. I can’t recall if it was NS or CSX.
NS at Graniteville, SC I believe the final death toll was 9 as Chlorine cars were breached and had a significant HAZMAT release.
In response to this incident the FRA issued and Emergency Order requiring specific communications between train crews and the control location concerning the opening and closing of switches in dark territory.
So when the engine hit the car in the siding is it likely the carbody went upward and sheared everything off of the engines frame?
In Canada there is a rule that restricts freight train speed approaching main track switches in dark territory until they are known to be lined correctly. That speed is 40mph. Not enough time to stop if coming around a corner.
IF and I stress IF another crew participated in this tragic event (I hope not) it is completely understandable how it could happen. Here is the scenerio…
If a crew needs to work on the main line in dark terrirtory they need to get authority from the dispatcher that allows them to “work”. This authority allows the train to move in any direction and use any main line switch within their limits of authority. Before the switch crew allows another train into their limits or before they cancel their authority, they must line all main track switches to normal and must clear the main line of any equipment. In effect the train crew now owns that piece of track and even the dispatcher cannot do anything with that track until the crew cancels their authority.
Now, when a train approaches and wants to get past the switch crew, they must contact the switch crew and get authority to move through their limits. The train wanting to get past the switch crew will contact them 3 to 5 miles (or more) away in order to give time to the switch crew to get out of the way and to not impede the progress of their train. At this distance only the engineer will hear the radio from the through train as the rest of the crew is outside working. The engineer will then discuss with his crew what is happening and then the switch crew will clear the main and line any switches to normal. At this point the engineer gives authority to the through train to go through their limits.
This scenerio happens probably thousands of times a day in North America.
I am in no way suggesting that this happened and I don’t mean any disrespect to any of my brother’s
I am going to toss some info into the ring now. I have worked for the BNSF on the Clinton local ( Clinton Iowa to Bettendorf Iowa) and am a laid off IC&E engineer.
The News in the Quad Cities has been quiet since the accident. I cant confirm or deny anything on Train orders. Now on to how Bettendorf is worked.
The yard that the switch led to is the BNSF yard.Its where the Barstow and the Clinton job trade cars out. That switch is on the east end of the yard. In the photos you can see a set of BNSF power.But if that was the Clinton jobs power they were already home and in bed. Normally if we were going to hit the hog law in Bettendorf we would tie it down there and cab back to Clinton.If we did anywhere on the road a relief crew would be called to keep the sidings clear for the ICE.I saw the pumpkin of that set heading towards Clinton once they opened it up. So I have to say thats the Clinton jobs power and there was no crew from Galesburg on it.The Barstow job was more than likely in Barstow.
ICE trains just run through Bettendorf ( road ones I am not sure what the local does as I never worked it) We are at 40 mph barring slow orders or line 4’s.This is how it is done when the BN trains are there. We get a work between and have to call the crew in those limits to get permission to enter the limits.The DS never has to talk to us its just " Hey Barstow ICE coming from Nahant" and they say how long they will be in the way and we wait,or they say everything is ready come on through. I have had days where I have a warrant out of the yard to where the BN job has its line 4,then one joint with them, and if lucky one that starts at the other end of their limits.At that time of night no one would be working there.
Point made, and ‘well-taken’. In view of this, the NS Graniteville disaster, and that video of a BNSF that was surprisingly diverted into a siding in Texas, I think it was, then maybe it’s time for the FRA to issue and implement another ‘Emergency Order’ [‘EO’] along the outline set forth below. This kind of an arrangement would get such operations away from the blind-faith-and-trust of ''It was supposed to be . . . ‘’ exposure to error / syndrome, and turn it into more of a ‘‘Proceed as actually observed to be’’ in real-time kind of approach.
Proposed Emergency Order;
All main track switches in ‘dark’ territory shall be considered ‘obstructions’, and shall be approached at a speed not exceeding ‘Restricting’ [say, 20 MPH, or capable of stopping in half of the actual the sight distance/ visibility available, whichever is less], unless one of the following is observed -
a. Switch target indicating the switch is lined for the main track [targets will have to be attached with tamper-resistant fasteners, and located / aligned so that all are adequately visible from an approaching train, etc.];
b. Signal indicating the switch is lined for the main track; or,
c. Signal from authorized employee actually at the switch [not radio from elsewhere] that is less restrictive.
This may create a 'cottage i
[quote user=“Paul_D_North_Jr”]
Point made, and ‘well-taken’. In view of this, the NS Graniteville disaster, and that video of a BNSF that was surprisingly diverted into a siding in Texas, I think it was, then maybe it’s time for the FRA to issue and implement another ‘Emergency Order’ [‘EO’] along the outline set forth below. This kind of an arrangement would get such operations away from the blind-faith-and-trust of ''It was supposed to be . . . ‘’ exposure to error / syndrome, and turn it into more of a ‘‘Proceed as actually observed to be’’ in real-time kind of approach.
Proposed Emergency Order;
All main track switches in ‘dark’ territory shall be considered ‘obstructions’, and shall be approached at a speed not exceeding ‘Restricting’ [say, 20 MPH, or capable of stopping in half of the actual the sight distance/ visibility available, whichever is less], unless one of the following is observed -
a. Switch target indicating the switch is lined for the main track [targets will have to be attached with tamper-resistant fasteners, and located / aligned so that all are adequately visible from an approaching train, etc.];
b. Signal indicating the switch is lined for the main track; or,
c. Signal from authorized employee actually at the switch [not radio from elsewhere] that is less restrictive.<