I saw what happened to Dave Snow's post on this subject but I'm daring enough to post this information in hopes the Trainz community can be more adult than a bunch of US Congressmen and not bash one another with sticks and stones. I'm making no attempt to place blame and make no claim that the information reported by the news is factual or accurate. This is just a little information on the area of the accident. The NTSB will have to sort out the details.
Head-On Train Crash in Hoxie, AR 17Aug14, killing 2 train crew and injuring 2.
Weather: Clear, temperature approx 80 degrees F. Reports indicate weather was not a factor.
Trains: Each had 2 engines. One is reported to have had 86 cars, the other 92 cars. There is no info on the weight or speed of either train or the speed limit at this location.
Time: 02:30 to 03:00 CST (Sierra Time).
Visibility: Very Good. Track is flat and straight running generally SW to NE with one broad curve running NE to NNE beginning approx 2.7 miles north of the crash site.
Track: Based on photos and video, the crash occurred at or very near the southern end of a passing siding. Both the main and siding (i.e., the double track) are signaled. I have no information on whether the switches (turn outs) are manually thrown or automated and remotely controlled. It was reported in the news that a RR spokesman said the collision occurred "on the main". The siding is approximately 5 miles in length, stretching from the southern edge of Hoxie to its northern edge. Running south to north, a train passes a signal just south of the junction of the main and passing siding. Based on photos and underailed train car locations, I believe the main is to the left (west) and the siding to the right (east). The turnout is approximately 1 mile south of the Hwy 63 RR overpass. There are north facing signals on both the main and siding at the south end of the double track. At approximately 1.22 miles north of the south end of the passing track, there are double facing signals for both the main and siding. From the location of wreckage it would appear the NB train had passed through the south switch and onto the main and was a short distance north of the switch. Assuming they were working, the SB train should have seen (??) an aspect other than green (i.e., red) approximately 1 to 1.2 miles prior to the impact area. Likewise, the NB train (assuming the switch was set to the main) should not have been seeing (??) a green aspect (i.e., red) for the main line. Both trains probably should have seen the headlight of the other train and have been braking. To continue northward with the track description, approximately 1 mile north of the afore mentioned set of double facing signals lies the "diamond" where the BNSF KC to Memphis main crosses the UP at grade. This is protected by interlocking signals. I'm not sure whether these signals would have displayed anything about track conditions south of the "diamond". Approximately 1.5 miles north of the "diamond" is another set of double facing signals for both the main and siding. Approximately 1.2 miles north of there is the junction of the main and siding also protected by signals in both directions and the NB track returns to a single track main.
I suspect the investigation will center on who had the right of way. As a railroad spokesperson said, both trains should not have been "on the main". I'm sure they will be looking at why neither train saw the other in time to stop and at what point emergency braking occurred. If they suspect crew error I'm sure they will be looking at crew condition/fatigue. Such things as how long had they been on duty during their current 12 hour shift as well as how many previous 12 hour shifts had they pulled in the days preceding the wreck and what they were doing during their "rest" time. And of course the obvious stuff like was there dispatcher error, malfunctioning signals, etc.
Update: Latest news info this morning (19Aug14) is that the black boxes are on their way to DC for review (final results could take a year) and that the SB train failed to stop for the NB train. This COULD indicate the trains were not actually on the same track but collided at the fouling point as the NB train was moving to the other track. Still just speculation at this point.
Head-On Train Crash in Hoxie, AR 17Aug14, killing 2 train crew and injuring 2.
Weather: Clear, temperature approx 80 degrees F. Reports indicate weather was not a factor.
Trains: Each had 2 engines. One is reported to have had 86 cars, the other 92 cars. There is no info on the weight or speed of either train or the speed limit at this location.
Time: 02:30 to 03:00 CST (Sierra Time).
Visibility: Very Good. Track is flat and straight running generally SW to NE with one broad curve running NE to NNE beginning approx 2.7 miles north of the crash site.
Track: Based on photos and video, the crash occurred at or very near the southern end of a passing siding. Both the main and siding (i.e., the double track) are signaled. I have no information on whether the switches (turn outs) are manually thrown or automated and remotely controlled. It was reported in the news that a RR spokesman said the collision occurred "on the main". The siding is approximately 5 miles in length, stretching from the southern edge of Hoxie to its northern edge. Running south to north, a train passes a signal just south of the junction of the main and passing siding. Based on photos and underailed train car locations, I believe the main is to the left (west) and the siding to the right (east). The turnout is approximately 1 mile south of the Hwy 63 RR overpass. There are north facing signals on both the main and siding at the south end of the double track. At approximately 1.22 miles north of the south end of the passing track, there are double facing signals for both the main and siding. From the location of wreckage it would appear the NB train had passed through the south switch and onto the main and was a short distance north of the switch. Assuming they were working, the SB train should have seen (??) an aspect other than green (i.e., red) approximately 1 to 1.2 miles prior to the impact area. Likewise, the NB train (assuming the switch was set to the main) should not have been seeing (??) a green aspect (i.e., red) for the main line. Both trains probably should have seen the headlight of the other train and have been braking. To continue northward with the track description, approximately 1 mile north of the afore mentioned set of double facing signals lies the "diamond" where the BNSF KC to Memphis main crosses the UP at grade. This is protected by interlocking signals. I'm not sure whether these signals would have displayed anything about track conditions south of the "diamond". Approximately 1.5 miles north of the "diamond" is another set of double facing signals for both the main and siding. Approximately 1.2 miles north of there is the junction of the main and siding also protected by signals in both directions and the NB track returns to a single track main.
I suspect the investigation will center on who had the right of way. As a railroad spokesperson said, both trains should not have been "on the main". I'm sure they will be looking at why neither train saw the other in time to stop and at what point emergency braking occurred. If they suspect crew error I'm sure they will be looking at crew condition/fatigue. Such things as how long had they been on duty during their current 12 hour shift as well as how many previous 12 hour shifts had they pulled in the days preceding the wreck and what they were doing during their "rest" time. And of course the obvious stuff like was there dispatcher error, malfunctioning signals, etc.
Update: Latest news info this morning (19Aug14) is that the black boxes are on their way to DC for review (final results could take a year) and that the SB train failed to stop for the NB train. This COULD indicate the trains were not actually on the same track but collided at the fouling point as the NB train was moving to the other track. Still just speculation at this point.
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