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Post by the light works on Sept 21, 2015 13:54:03 GMT
Most recently, the US is adding speed limit override systems to trains, after our last severe derailment. this means the train knows how fast it may safely go for normal track conditions, and will not exceed that, unless something goes wrong. (our last severe derailment happened because the train was going way too fast for a corner)
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Post by GTCGreg on Sept 21, 2015 14:00:33 GMT
Most recently, the US is adding speed limit override systems to trains, after our last severe derailment. this means the train knows how fast it may safely go for normal track conditions, and will not exceed that, unless something goes wrong. (our last severe derailment happened because the train was going way too fast for a corner) It's amazing how much the world spends compensating for incompetent people. And not just in railroading.
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Post by c64 on Sept 21, 2015 14:13:14 GMT
Most recently, the US is adding speed limit override systems to trains, after our last severe derailment. this means the train knows how fast it may safely go for normal track conditions, and will not exceed that, unless something goes wrong. (our last severe derailment happened because the train was going way too fast for a corner) That's part of the system I mentioned. The German InduSi (inductive safety system) invented in 1935 had that feature. It knew 3 frequencies which basically are "slow", "very slow" and "emergency stop". Unlike the Swiss system which was invented later, it was not easy to include construction sites. Also trains became much more faster requireing different speed limits and a lot more "slip way", the distance between the emergency stop magnet and area where the train would crash when passing ever increased. The modern System is compatible to the 3 different magnets system but is more flexible. Even with the original system, if you pass a magnet too fast, you have a few seconds until you need to start braking to avoid triggering the emergency stop. And if you don't slow down enough within a given time, the system also triggers and stops the train. The stop magnet (red light) is instant.
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Post by GTCGreg on Sept 21, 2015 14:19:18 GMT
Most recently, the US is adding speed limit override systems to trains, after our last severe derailment. this means the train knows how fast it may safely go for normal track conditions, and will not exceed that, unless something goes wrong. (our last severe derailment happened because the train was going way too fast for a corner) That's part of the system I mentioned. The German InduSi (inductive safety system) invented in 1935 had that feature. It knew 3 frequencies which basically are "slow", "very slow" and "emergency stop". Unlike the Swiss system which was invented later, it was not easy to include construction sites. Also trains became much more faster requireing different speed limits and a lot more "slip way", the distance between the emergency stop magnet and area where the train would crash when passing ever increased. The modern System is compatible to the 3 different magnets system but is more flexible. Even with the original system, if you pass a magnet too fast, you have a few seconds until you need to start braking to avoid triggering the emergency stop. And if you don't slow down enough within a given time, the system also triggers and stops the train. The stop magnet (red light) is instant. In this case (the Philadelphia accident) it wasn't part of the system you mentioned. It wasn't the part of ANY system. There was some conflict about the radio frequencies being used so the system was never installed along that section of track. The engineer was doing 106 mph on a curve with a maximum speed limit of 50. Of course, after the accident, he conveniently doesn't remember anything.
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Post by the light works on Sept 21, 2015 15:23:50 GMT
That's part of the system I mentioned. The German InduSi (inductive safety system) invented in 1935 had that feature. It knew 3 frequencies which basically are "slow", "very slow" and "emergency stop". Unlike the Swiss system which was invented later, it was not easy to include construction sites. Also trains became much more faster requireing different speed limits and a lot more "slip way", the distance between the emergency stop magnet and area where the train would crash when passing ever increased. The modern System is compatible to the 3 different magnets system but is more flexible. Even with the original system, if you pass a magnet too fast, you have a few seconds until you need to start braking to avoid triggering the emergency stop. And if you don't slow down enough within a given time, the system also triggers and stops the train. The stop magnet (red light) is instant. In this case (the Philadelphia accident) it wasn't part of the system you mentioned. It wasn't the part of ANY system. There was some conflict about the radio frequencies being used so the system was never installed along that section of track. The engineer was doing 106 mph on a curve with a maximum speed limit of 50. Of course, after the accident, he conveniently doesn't remember anything. I remember I meant to look back into it and see if anything was determined. they knew he hit the emergency brake before the train derailed. However, they didn't have a clear answer yet whether it was operator or mechanical issue. they had radio traffic indicating something had hit the cab, and had found damage consistent with a significant impact (possibly a gunshot) last I checked.
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Post by GTCGreg on Sept 21, 2015 16:01:02 GMT
I remember I meant to look back into it and see if anything was determined. they knew he hit the emergency brake before the train derailed. However, they didn't have a clear answer yet whether it was operator or mechanical issue. they had radio traffic indicating something had hit the cab, and had found damage consistent with a significant impact (possibly a gunshot) last I checked. As of July (2015) they still haven't determined the reason he was going 106. They ruled out mechanical issues as well as the gunshot theory. They are still listing it as "human error" but why, no one knows. My theory is the engineer either fell asleep or "zoned out" and was jarred into reality when the train was just about to enter the curve. That's when he hit the emergency brakes. BTW, they also ruled out cell phone use.
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Post by the light works on Sept 21, 2015 16:08:57 GMT
I remember I meant to look back into it and see if anything was determined. they knew he hit the emergency brake before the train derailed. However, they didn't have a clear answer yet whether it was operator or mechanical issue. they had radio traffic indicating something had hit the cab, and had found damage consistent with a significant impact (possibly a gunshot) last I checked. As of July (2015) they still haven't determined the reason he was going 106. They ruled out mechanical issues as well as the gunshot theory. They are still listing it as "human error" but why, no one knows. My theory is the engineer either fell asleep or "zoned out" and was jarred into reality when the train was just about to enter the curve. That's when he hit the emergency brakes. BTW, they also ruled out cell phone use. I wonder if the impact shook him up enough that he went to max throttle in reaction. - in a terrible misapplication of fight or flight.
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Post by c64 on Sept 22, 2015 11:40:55 GMT
Now I remember WHY the German InduSI was invented and enforced. This was because of the many terrible accidents during WW-1. A few were caused by train station personnel replaced by common soldiers with vague instructions instead of proper training. The worst ones were caused by officers holding a gun to the head of conductors or train drivers because they were impatient and couldn't understand why a high ranked officer needs to wait in a stopped train for no obvious reason.
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Post by c64 on Sept 22, 2015 11:44:20 GMT
As of July (2015) they still haven't determined the reason he was going 106. They ruled out mechanical issues as well as the gunshot theory. They are still listing it as "human error" but why, no one knows. My theory is the engineer either fell asleep or "zoned out" and was jarred into reality when the train was just about to enter the curve. That's when he hit the emergency brakes. BTW, they also ruled out cell phone use. I wonder if the impact shook him up enough that he went to max throttle in reaction. - in a terrible misapplication of fight or flight. Something similar had happened in Japan. The reason was that if a train driver is late for more than 4 minutes too often, he receives a special training. And this driver had one already which had lasted 10 months. This special training is not training train system related stuff, instead it is worse than boot camp with the trainee constantly insulted and yelled at for no reason and a serious pay cut.
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Post by GTCGreg on Sept 22, 2015 12:50:30 GMT
that's not the case in the United States. Here, I believe if you are on time more than four times in a row, you are replaced by someone more incompetent.
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Post by the light works on Sept 22, 2015 14:11:56 GMT
Now I remember WHY the German InduSI was invented and enforced. This was because of the many terrible accidents during WW-1. A few were caused by train station personnel replaced by common soldiers with vague instructions instead of proper training. The worst ones were caused by officers holding a gun to the head of conductors or train drivers because they were impatient and couldn't understand why a high ranked officer needs to wait in a stopped train for no obvious reason. we get the same sort of lack of understanding here, except it is with ordinary people.
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Post by c64 on Sept 22, 2015 19:55:31 GMT
that's not the case in the United States. Here, I believe if you are on time more than four times in a row, you are replaced by someone more incompetent. Flipping a train over scores higher than being just late.
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