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  1. #1
    Join Date
    Apr 2000
    Location
    Sugar Land, Texas, United States
    Age
    62
    Posts
    13,805
    Blog Entries
    1

  2. #2
    Join Date
    Aug 2004
    Posts
    2,565
    Blog Entries
    77
    Whoa. Anyone killed?
    Steve, the N-scaler formally known as campp

  3. #3
    Join Date
    Jan 2001
    Location
    Tucson, AZ, 85719
    Age
    33
    Posts
    1,254
    If I rememeber right, those locomotives and well cars were buried onsite...too grissely to even haul away!

  4. #4
    Join Date
    Mar 2001
    Location
    Chicago IL
    Posts
    1,642
    IIRC,we were told by staff at N.A.R.S. that an angle cock was closed
    or mostly closed, thus giving rise to the rumor of possible sabotage.
    It was due to the failure of the brakes to restrain the train.

    Again, this is what we were told in class.

    CT

  5. #5
    Join Date
    Nov 2002
    Location
    Bellflower CA
    Age
    71
    Posts
    714
    Charlie
    Think your confusing the '94 one w/ the '96 one. The latter one is where foamers were accused of closing an angle cock. BuNSnifF used that as an excuse to create Fort Summit & close the road thru Summit. There was a problem w/ an angle cock recognized back east some where but it was never corrected. Also there was no testing of the Freds nor could the engineer communicate w/ the Fred.If the accident report link can be found will post it.

  6. #6
    Join Date
    Mar 2001
    Location
    Chicago IL
    Posts
    1,642
    Quote Originally Posted by cajon View Post
    Charlie
    Think your confusing the '94 one w/ the '96 one. The latter one is where foamers were accused of closing an angle cock. BuNSnifF used that as an excuse to create Fort Summit & close the road thru Summit. There was a problem w/ an angle cock recognized back east some where but it was never corrected. Also there was no testing of the Freds nor could the engineer communicate w/ the Fred.If the accident report link can be found will post it.
    Yes , you are right, it was the 1996 incident!

    CT

  7. #7
    Join Date
    Mar 2001
    Location
    Chicago IL
    Posts
    1,642
    BTW Cajon, Did you see my post about the "cornfield meet" out west
    on some "dark" territory? This was pre BN-ATSF merger. Killed both crews, only survivor was a 'bo riding the blind.

    Cant remember where that was. Do you know?

    CT

  8. #8
    Major diff between the 94 and 96 incidents, is that after the 94 one, it was determined that 2 way EOTs should be used, as they would have prevented the exact scenario that occured. The RR's were lukewarm to it and other findings at the time, which included the proper procedures for airtests, etc. HAd the train in 96 incident had the 2 way eot working as it should, i.e., armed, the crew members that died would be alive today.....so the lesson here, and the question, at the same time....is why does it take blood to get anything done on a RR????

  9. #9
    Join Date
    Mar 2001
    Location
    Chicago IL
    Posts
    1,642
    Quote Originally Posted by kickum View Post
    so the lesson here, and the question, at the same time....is why does it take blood to get anything done on a RR????
    I wish I had the answer to that, but just hazarding a guess here...I'd
    be willing to bet that it has something to do with the adversarial relationship between railroad management and labor. The carriers parsimony in wanting to reduce costs and labor's recalcitrance to adapt
    to new technology. This is as far as I want to take this since it is a slippery slope to a domino effect. There are far too many reasons on both sides, both valid and invalid. I suspect that any and all reasons
    that some might proffer as to "why", will have some validity.

    CT

  10. #10
    Suffice it to say, that the engineer, on the UP coal train, in the 1994 incident, is a member of this board......

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