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Old Dec 3rd, 2013, 12:49 PM   #91
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In the case of rail, I don't even see the economic benefits of being so lax with rail safety. Make them achieve goal-oriented safety standards and fine the hell out of the if they fail--including the possibility of jail sentences for corporate bigwigs.
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Old Dec 3rd, 2013, 01:28 PM   #92
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Strange that run-a-way trains are such an issue.
There are both derailers and also drag shoes specifically designed to prevent just that - easy to use, relatively inexpensive and take just seconds to use.
Safetrack shop - Drag Shoe - Wheel Stop
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Old Dec 4th, 2013, 12:55 AM   #93
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The train in question unfortunately was on the mainline, so I can see why a derailer would not have been available. The ones I have seen are bolted to a tie and simply flip over a rail to prevent a train or string of cars from rolling onto the main line. Obviously they do not want anyone flipping a derailer over a mainline and wrecking a train traveling at speed.

However drag shoes could easily be carried on every train and serve the same purpose as do chock blocks for big trucks.
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Old Dec 4th, 2013, 01:23 AM   #94
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I was thinking of portable derailers and mentioned those since they seem to be more common in North America.
Drag shoes seem to be more common in Europe - at least that is my take.

A drag shoe would of course be preferable.
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Old Dec 9th, 2013, 01:03 PM   #95
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Seems a bit excessive, don't you think?

TSB says CN Rail failed to report hundreds of derailments, collisions

Quote:
A continuing CBC News investigation into rail safety has found that Canada’s largest freight carrier CN Rail did not report to authorities more than 1,800 derailments and accidents, including 44 on key rail arteries.

This came to light in 2005 when the Transportation Safety Board’s director of rail investigations says he became suspicious of a dramatic difference between CN’s accident numbers compared to other operators.

“All of a sudden there became a wide discrepancy in the [derailment] numbers [compared with CN’s competitors],” recalls Ian Naish, who left the TSB in 2009. “You say ‘Well, OK, what’s going on here?’ ”

The safety watchdog agency took an unprecedented step and issued a statutory summons in June, 2006 to CN Rail requiring it to turn over its complete safety records. The TSB found unreported over a six-year period:
  • 1,700 non-main-track derailments.
  • ​44 main-track derailments.
  • One main-track collision.
  • 64 non-main-track collisions.
  • One fire/explosion.
  • One crossing accident.
  • 32 other accidents.

CN spokesman Mark Hallman told CBC News that the company’s failure stemmed from a disagreement over the types of minor accidents it must self-report to the TSB.
(CBC)
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Old Dec 9th, 2013, 01:45 PM   #96
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I guess I'm not sure what you are questioning as "excessive". The amount of accidents? The amount of accidents unreported? The amount of my tax dollars wasted in the preparation of this shoddy "news" article? Please clarify but, be sure to include my #3.

That said, in true MSM fashion, the "news" article begs more questions than it answers. How about some perspective? How many miles of track does CN operate on? As in, how many derailments per loaded mile, or whatever statistic they use? Why the massive discrepancy between non-main & main track derailments? How does this new, revised number compare to their competitors? Was this under-reporting actually due to "subjective" rules laid out by the TSB or for some other, more nefarious reason?

Nothing I love better than reading a piece of news "coverage" sponsored by my tax dollars that has holes you could drive a...train through.
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Old Dec 27th, 2013, 09:39 PM   #97
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Oh, cry me an f-ing river.....

Lac-Mégantic's Ed Burkhardt 'was also a victim,'


The railway executive behind the company whose train smashed into Lac-Mégantic wants people to know he's been suffering, too.

Looking back at the year as it comes to a close, Ed Burkhardt said he's still troubled by the Quebec derailment and has thought about it every day since the July 6 catastrophe killed 47 people and destroyed part of the town.

The chairman of Montreal, Maine & Atlantic Railway Ltd. also told The Canadian Press in a recent interview that he's sustained significant personal financial losses since the disaster.

"They had every reason to be very upset with what had occurred," Burkhardt said about the anger directed toward him by the people of Lac-Mégantic.

"But what they didn't know was that I was equally upset and I was also a victim of this whole thing."

* * *
...he thinks tank-car construction needs to be improved, though due to the high costs he expects any transition to a more-durable tanker to take a long time.

He also encouraged more testing of operating employees, with particular attention placed on brake management and in preventing runaway trains.

Still, he thinks it should be up to railway managers to enforce any changes, rather than a heavier-handed approach by regulators.

"I put the pressure on the management, not on the regulator," Burkhardt said.

"I don't want the regulator telling me what to do. I want to figure this out within management."

Yeah, 'cause management did such a great f-ing job "figuring it out" prior to Lac Megántic, eh?

(CBC)
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Old Dec 27th, 2013, 10:44 PM   #98
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Originally Posted by CubaMark View Post
Oh, cry me an f-ing river.....

Lac-Mégantic's Ed Burkhardt 'was also a victim,'


The railway executive behind the company whose train smashed into Lac-Mégantic wants people to know he's been suffering, too.

Looking back at the year as it comes to a close, Ed Burkhardt said he's still troubled by the Quebec derailment and has thought about it every day since the July 6 catastrophe killed 47 people and destroyed part of the town.

The chairman of Montreal, Maine & Atlantic Railway Ltd. also told The Canadian Press in a recent interview that he's sustained significant personal financial losses since the disaster.

"They had every reason to be very upset with what had occurred," Burkhardt said about the anger directed toward him by the people of Lac-Mégantic.

"But what they didn't know was that I was equally upset and I was also a victim of this whole thing."

* * *
...he thinks tank-car construction needs to be improved, though due to the high costs he expects any transition to a more-durable tanker to take a long time.

He also encouraged more testing of operating employees, with particular attention placed on brake management and in preventing runaway trains.

Still, he thinks it should be up to railway managers to enforce any changes, rather than a heavier-handed approach by regulators.

"I put the pressure on the management, not on the regulator," Burkhardt said.

"I don't want the regulator telling me what to do. I want to figure this out within management."

Yeah, 'cause management did such a great f-ing job "figuring it out" prior to Lac Megántic, eh?

(CBC)
Poor, poor executive. Must be rough.



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Old Dec 27th, 2013, 11:07 PM   #99
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Well, to be fair about it - everything I have read so far has confirmed that the railroad had done things by the book.
That was confirmed by the advisories that were issued by the regulator after the fact.

Maybe I missed some new information
Last thing I read was that the idling loco which supplied brake pressure was shut off because of a small fire and was never started again to maintain brake pressure
Also, the correct number of cars had their hand brakes set

Has there been anything more updates on those two key points that eventually allowed the run-a-way train?
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Old Dec 27th, 2013, 11:32 PM   #100
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Quote:
Originally Posted by krs View Post
Well, to be fair about it - everything I have read so far has confirmed that the railroad had done things by the book.
That was confirmed by the advisories that were issued by the regulator after the fact.

Maybe I missed some new information
Last thing I read was that the idling loco which supplied brake pressure was shut off because of a small fire and was never started again to maintain brake pressure
Also, the correct number of cars had their hand brakes set

Has there been anything more updates on those two key points that eventually allowed the run-a-way train?

The crazy part of what has been broadcast about the loco engine and brake pressure and what I don't understand is the fact that just like all air-brake equipped trucks and busses etc., the engine is needed to allow the vacuum pump to release the brakes!!

No running engine or no pump = no vacuum = vacuum brakes don't release = no go with a diesel engine. Gasoline engines don't need a pump as their manifold can provide the needed vacuum.
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