I’m a rookie - so my apologies if this is a kindergarten level question: Can a train operator feel any difference of train performance between running through a turnout that is closed as opposed to running through one that is aligned the appropriate track?
I ask this re: the Metrolink engineer in Chatsworth head-on collision a few months ago. Even if he missed the signal entirely or if the signal wasn’t bright enough or showed a false green, could he have “felt” something wrong running through a closed switch. Same question re: the Metrolonk conductor.
A “signal not bright enough” on a route on which the engineer is qualified is not an excuse. The qualification process includes learning where all the signals are located, so if a signal vanishes or is knocked down by something or does not display a color or is turned sideways or whatever, the engineer must expect to see a valid signal aspect and if one is not shown, or is not visible, must treat the signal as if displaying its most restrictive aspect (in this case, stop and stay stopped until authorized by a train dispatcher to proceed.)
You can not feel anything when you run thru a switch. and the signal indication of dark or not bright enough will not excuse the engineer for getting by the stop. and a false green is not a option.
You must think, a locomotive is very very havey. Especially the new ES44AC’s/DC’s (208 tons). You probably will just haer it. Not evan feel it. Correct me if Im wrong but from what I’ve heard I don’t know if anone know’s what happend. Nor will we ever know what happend that awful day.
Here is a very interesting pictorial synopsis and reenactment of the crash, including views of the signal, switch, and tracks. There is a description of how the switch was damaged by the run-through:
From what I understand, the point of impact was maybe a couple thousand feet or so beyond the switch. When the two trains were at the point where occupants of the cabs could see the opposing train, there was only about 5 seconds until impact at a closing speed of about 80 mph. During this short interval, the engineer of the freight train put the brakes into emergency, but Sanchez did not.
The red signal was some distance beyond the station, and was visible from the station where Sanchez’s train had made a sta
If you run through the closed end of a spring switch, you’ll hear a thunk thunk as the switch snaps back to the normal position if you’re standing on a car platform. You won’t hear or feel anything from the closed cab of a locomotive.
The C.S.S. & S.B. RR uses a lot of spring loaded switches. The experienced motormen and conductors knew where they were and listen and felt the rail snap back. They knew by the feel of the train that they went the correct way.
After a while as a passenger I heard and felt it. When they were running at speed you could hear the flange hit the closed rail then your hear it click - click.
He worked the old and first new replacement (Japanese) cars. He said he could tell on the old cars how fast they were going by feel in his feet. He said he was with in 1 MPH when checked.
I was new to riding the S.S. But knew the conductor. As he was collecting fares. He stopped and listened. He asked me if I heard something strange.
I responded that everything was strange to me now.
He stopped the train and got out and inspected the train car. He found a traction cable came loose and was hitting the rail head high objects.
Metra train was holding the main between siding switches and was not authorized beyond the north siding switch.
UP train was approaching the north siding switch and was lined down the siding.
After the UP train completely entered the siding and cleared the north switch, the switch would line from the siding to the main, and the Metra train would then be granted authority to pass the north siding switch.
Metra train passed the north siding switch with no authority to do so. It “left early.”
Metra train collided with UP train north of the north siding switch.
RWM
If the signal “wasn’t bright enough” he should have stopped. I think the rules say if a signal isn’t working or if the indication a signal is giving is unclear, you’re supposed to assume it’s the most restrictive indication possible (i.e. “stop”).