First train through a repaired spring switch, moving 47mph, derailed 24 of its cars, some of which hit a train standing in the siding.
Docket for the investigation ‘not yet released’ but there is a link to access it when it is released.
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The spring switch received ‘MAINTENANCE’ not repairs. There is a big difference. Signal Maintainers are required to ‘maintain’ the various signal appliances on their territory. While the report doesn’t specify, I would expect 50 MPH to be the authorized speed in the territory as the report mentions that ABS signals are involved in the operation of the territory. If the territory did not have ABS signals then 49 MPH would have been the maximum speed for a freight train.
Report does not indicate what kind of ‘maintenance’ the Maintainer applied to the switch - a routine maintenance element for all switches (hand throw, Spring or Powered) is to apply graphite to the sliding pads that the switch points change position on.
My take is that the report is trying to put a knife in the back of the Signal Maintainer … which may or may not be warranted upon further investigation of the facts. The report reads like it was prepared by a Intern on the first week on the job, well below NTSB standards.
Also not examining the rules requiring crew members to leave the cab to perform “roll-by” inspections.
Until they release more material in the docket, I’m not sure. Would it be easy to get splashed with sulfur in a cab vs. on the ground watching the roll?
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No mention of how far behind the engines the first derailed car was, and whether it was loaded or empty. As Balt says, very amateurish even for a preliminary report.