CSX Carlise, OH wreck cause

[PaulWWoodring]

To the Editor;

Your news brief piece on the Carlise, OH CSX wreck Feb. 17 blamed the wreck largly on the failure of the flashing marker light on train K18815. While this certainly contributed to the crash, the real reason this wreck happened was the crew of tr. Q24316's blatant disregard of rules governing Restricted Proceed signals, which they were running under at the time of the crash. Briefly stated, Restricted Proceed says that a train operating in a block displaying that aspect must be able to stop in one-half the range of vision, not exceeding 15 mph, until the lead unit passes a signal displaying either a less restrictive aspect, or comes to an absolute stop signal. Train Q24316 was traveling at 32 mph on impact with the rear of tr. K18815. If the crew of Q24316 had been following this rule, then this wreck would not have happened.

Paul W. Woodring

Beltsville, MD

[wabash1]

i was wondering just what is a restricting proceed aspect. the color of the signal. and where did you get the defination of the signal.

[PaulWWoodring]

I got it from the CSX Operating Rules Manual, I'm a conductor/engineer. The full definition is much longer than desired for what I hope will be picked-up as a letter-to-the-editor. Restricted Proceed can be indicated by either the actual lights shown on the signal, or by whether the signal is either intermediate or absolute (some railroads use control point or home for absolute and automatic for intermediate), but it means the same thing. An intermediate signal's most restrictive aspect is either restricted proceed, meaning the train can keep moving at restricted speed, or has to stop and then proceed at restricted speed. CSX currently uses restricted proceed, NORAC territories use stop and proceed. An intermediate signal is defined as one that has either a number plate, "G" marker (for grade), or a "P" marker (proceed). An absolute signal has none of the above signs and when displaying an "all red" aspect it means stop, period. An absolute signal can display a restricted proceed aspect as well, but the aspect indicated governs that, not the type of signal it is. Absolute signals usually, but not always, protect some kind of turnout or crossover that is controlled by either a tower or more likely today a central dispatching center. Some of this is redundant under current CSX rules - the "G" marker and "P" marker are really to allow trains to keep moving under stop and proceed rules. Where the Carlise wreck happened was between signals protecting turnouts to a siding, so both the restricted proceed signal they were running under and the clear signal they assumed was for them, but was really for the train ahead of them that they hit, were absolute. (Remember what happens when you assume something!) The crew of Q24316 saw a clear signal almost three miles ahead of them and, forgetting that there was a train ahead of them without a working marker, took it as their's.

As to color, it depends on what type of signal system you're talking about and a particular railroad's set-up. There can be a great deal of difference between signals even on the same railroad. CSX has about 4 or 5 different systems right now, and sometimes the same color combination can mean different things between the systems. I've given passing consideration to someday doing a book on operating practices and signal systems, maybe as a retirement project in about 20 years. Hope I haven't further confused things for you.

[wabash1]

hello im a engineer/coductor for the ns railroad. i question the fact of the aspect as i have never heard of a restricted proceed. and the deffination you gave was for are slow approach signals in tc territory as restricted speed is no more than 20 mph . regardless the rules are there to protect life and property. and from what you are saying they did what is easy to do. be in a hurry forget your last signal for that block see a favorable signal and go. how many switches been run thru like that..i do thank you for your time.

[PaulWWoodring]

Every railroad has variations on signal and speed rules, and even though CSX is a full member of NORAC, they still have signal rules that differ depending on predecesser road. I think that I stated the gist of the restricted proceed rule about as accuratly as I can. It may well be that it sounds very much like NS's slow approach. Slow approach on CSX is primarily for making a diverging movement at slow speed, then approaching the next signal prepared to stop, although CSX signals only indicate speed and not direction.

Restricted proceed and restricting on CSX are very similar, since restricting also allows for movement at restricted speed without stopping at the signal first. Again, this apparent duplication is because CSX has changed back and forth between restricted proceed and stop and proceed. Indeed, the indication for Restricting is "Proceed at Restricted Speed".

Hopefully I have clarified things a little more. I didn't want to get too technical, since I didn't know you were also a T&E employee.

[ValleyX]

Actually, a restricted proceed under CSX operating rules is the same thing as a restricted on a intermediate under NS rules or a restricted at an absolute block. To put it in the most basic terms, if you hit it, you buy it. Usually, it doesn't have the drastic and fatal results of the wreck at Carlisle but it can. Receiving a restricting is the most (potentially) dangerous signal in railroading, one that should always put the engineer and conductor on their toes.