Frankford Junction catastrophe

[243129]

Former Amtrak Engineer Brandon Bostian Found Not Guilty On All Counts In Deadly 2015 Train Derailment – CBS Philly (cbslocal.com)

I agree that Bostian did not commit a crime. If any criminal charges were to be levied it is Amtrak who should be charged. Their hiring, training and supervisory procedures caused this tragedy. Bostian is also a victim.

[daveklepper]

again. i believe the old PRR cab-signal and ATS system woul have enforced that particular speed rdstriction, but had been removed to make installation of Amtal's own PTC less complex.

[243129]

daveklepper

again. i believe the old PRR cab-signal and ATS system woul have enforced that particular speed rdstriction, but had been removed to make installation of Amtal's own PTC less complex.

 

Yes, it would have but when the system fails and one becomes 'lost' that is where poor training and poor supervision are culpable for providing the RX for disaster.

[Electroliner 1935]

Safety systems work but when systems are being transitioned (upgraded, modified, changed) for whatever reason extra caution and wariness needs to occur. I think most of us remember when the Kansas Zephyr crashed into a detouring Rock Island at Montgomery IL back in 1994, and more recently when Amtrak crashed in 2018 at Cayce N.C. Both occurred while signal systems were undergoing revisions.  

[243129]

Electroliner 1935

Safety systems work but when systems are being transitioned (upgraded, modified, changed) for whatever reason extra caution and wariness needs to occur. I think most of us remember when the Kansas Zephyr crashed into a detouring Rock Island at Montgomery IL back in 1994, and more recently when Amtrak crashed in 2018 at Cayce N.C. Both occurred while signal systems were undergoing revisions.  

 

When safety systems are shut down for upgrades or revisions a properly trained and supervised engineer would have no problem adjusting to the situation.

[BaltACD]

243129

 

Electroliner 1935

Safety systems work but when systems are being transitioned (upgraded, modified, changed) for whatever reason extra caution and wariness needs to occur. I think most of us remember when the Kansas Zephyr crashed into a detouring Rock Island at Montgomery IL back in 1994, and more recently when Amtrak crashed in 2018 at Cayce N.C. Both occurred while signal systems were undergoing revisions.   

When safety systems are shut down for upgrades or revisions a properly trained and supervised engineer would have no problem adjusting to the situation.

Caycee was the fault of the CSX Conductor - not either Engineer.  Conductor released his track authority before the switch had been lined for the Main Track.  A human brain fart in the same vein as Engineer Bostain's forgetting his train's actual location. 

[timz]

daveklepper

I believe the old PRR cab-signal and ATS system would have enforced that particular speed restriction

I'm guessing PRR didn't usually (ever?) do that. The system could be set to display Approach Limited so all trains had to reduce to 45 mph, but I doubt PRR set it that way. Amtrak set that, approaching Elizabeth, after someone went thru that curve too fast.

[blue streak 1]

timz

 daveklepper

I believe the old PRR cab-signal and ATS system would have enforced that particular speed restriction

 I'm guessing PRR didn't usually (ever?) do that. The system could be set to display Approach Limited so all trains had to reduce to 45 mph, but I doubt PRR set it that way. Amtrak set that, approaching Elizabeth, after someone went thru that curve too fast. 

No PRR did not have that signal reduction approaching Frankford.  PRR had an overspeed there during WW-2.

[alphas]

[quote user="blue streak 1"]

 

 No PRR did not have that signal reduction approaching Frankford.  PRR had an overspeed there during WW-2.

 

The WWII Frankford crash was much worse than the latest, due to the crowded conditions on the train.  However, I believe it was due to an equipment failure (axel) rather than speed.