Anastasia
Active Member
They at least need to clean the lens! Watching that video makes me feel like I need to get my eyes checked.
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GO Transit: Service thread (including extensions)
- Thread starter drum118
- Start date
Metroscapes
Active Member
I think you're on to something with the loco being derailed. Again, quality is crap and it's difficult to distinguish from normal sway, but it seems the locomotive is already derailed, and the misalignment between it and the last coach makes it "pop" violently as it hits the switch. That's just my take on a potato video though.
Jonny5
Senior Member
I think the low quality is in part that it's clearly someone took a video on a phone of the original video, then took a separate video of that video on a second device, which I assume was to erase identification purposes.
Like it's a video of a video of a video.
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max
Active Member
The video moves so you don't always see it, but watch in the top left and you'll see it shows a 2x playback speed. That may be making what we are seeing appear more violent than the actual experience.
Sauga89
Active Member
Metrolinx says it is instituting enhanced inspections in the Union Station rail corridor effective immediately.
From the notice:
From the notice:
SkylineHorizons
Active Member
This man gets it.
MX hates their whistle blowers and will go out of their way to try to figure out who they are and while I'm retired from the place some of my old colleagues aren't.
Allandale25
Senior Member
Full GO Transit train service expected to resume Saturday after earlier derailment: Metrolinx
Metrolinx staff say GO Transit riders will still see reduced train service across all seven lines on Thursday and Friday.
toronto.citynews.ca
Metroscapes
Active Member
Out of curiousity, I looked a couple of these up in the MTS.
- "Effective immediately, all curves within the Union Station Rail Corridor must have a weekly walking curve inspection compliant with MTS 15.6.2."
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- "Spiking pattern in conformance of requirements in Appendix R of the Metrolinx Track Standards including rolled plates conforming with Spiking Pattern E."
- Tie Conditions per Section 9, clause 9.1.15 and 9.1.16 of the Metrolinx Track Standards (MTS).
crs1026
Superstar
^Begs the question, how diligent was the track inspection regime before the incident and why added diligence is now seen as necessary.
That transparent accident investigation may provide some interesting detail about the rigour (or lack thereof) of track inspections at USRC. The incident happened at a time when the track had been buried in snow for some time and not easily inspected.
A curved track right where the shoving engine is powering up is a pretty obvious and likely spot for wheels to misbehave, especially if the gauge is out of spec or rail fasteners are weakened..
No surprise that the rearmost coach and the leading end of the locomotive were the ones to derail - that's where the buff forces would be greatest. I imagine the investigators will have downloaded the brake and throttle data. The train moved a fair distance before coming to a stop, I would suspect that the engineer (at the other end of the train, in the cab car) didn't even have any indication that something had happened.
- Paul
That transparent accident investigation may provide some interesting detail about the rigour (or lack thereof) of track inspections at USRC. The incident happened at a time when the track had been buried in snow for some time and not easily inspected.
A curved track right where the shoving engine is powering up is a pretty obvious and likely spot for wheels to misbehave, especially if the gauge is out of spec or rail fasteners are weakened..
No surprise that the rearmost coach and the leading end of the locomotive were the ones to derail - that's where the buff forces would be greatest. I imagine the investigators will have downloaded the brake and throttle data. The train moved a fair distance before coming to a stop, I would suspect that the engineer (at the other end of the train, in the cab car) didn't even have any indication that something had happened.
- Paul
max
Active Member
I read somewhere that a different train engineer radioed about the derailment which is how the train crew learned of it. This has me wondering why train locomotives in push-mode don't have a system to detect whether the locomotive has derailed?
Allandale25
Senior Member
It was here, @max
smallspy
Senior Member
Richard White
Senior Member
I too always thought that there were onboard systems designed to determine the integrity of the consist. Something to tell the operators when a situation outside the norm arises.
Now I am picturing a situation where a train uncouples itself and half of the cars roll backwards down a hill.
crs1026
Superstar
If cars on a train separate, the air brake hoses will part and the train will go into an emergency brake application. A passenger train has multiple other connections that may part (by design, or by ripping out of their sockets). So possibly loss of HEP power etc. A separation is a pretty obvious event with assured train stop and with immediate inputs to the engineer that would cause them to stop and investigate.
Shoving in Push-pull is a little different. The cars are not separating, at first anyways. The engineer may or may not have noticed the train rolling less freely, once some rails are on the ground and not on the rails. The likely inclination would be to throttle up, not down, as there are too many possible reasons for a train to be a bit sluggish - at least until that doesn't work. There would also likely eventually be slack action that would be unusual and make the engineer question what's going on. But that may take a few seconds, or longer.
And, its not unusual whether pulling or pushing for the train to just keep rolling along, with the wheels bouncing along the ties but the train remaining upright and intact. In the recent event, the train encountered track switches which forced the derailed wheels to go sideways, enough to create a significant jolt (as one can see in the video). Had the train derailed on a long stretch with no switches, who knows how far it might have rolled.
- Paul
PS - to your rolling back scenario, the pre-departure brake test regime for passenger trains requires that the brakes on the rearmost car must have been tested and shown to be operating, for that exact reason. Overall the reg's require working brakes on a minimum of 85% of the train's axles, but the rearmost car absolutely has to have good brakes.
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max
Active Member
Pardon the pun, but it's not my wheelhouse so find your salt and administer the appropriate dosage. My thought was that if track circuits are being used, the voltage being used to detect train presence would be measured to detect the locomotive is still on the tracks. Otherwise, the locomotive itself could provide a signal from one wheel set and detect it on another. Automagic detection of which situation a locomotive is operating in would probably be desired and would have to be certain not to trigger or disrupt track circuits as they are safety critical.
Admittedly it would add cost, complexity, and is yet another system that could fail leading to trains not moving when they should which are all possible reasons why such a thing hasn't been developed.