It took me a while to come watch this. The conductor in the Southbound train and I were close. We used to always joke around about him working too much. I said that one day it would catch up to him but I never thought it would catch up to him like that. I was supposed to be there that weekend. I absolutely HATE that I wasn't. I miss him so much.
It's a terrible tragedy. I am so sorry for what happened. I wish my words could help but only time can heal wounds that deep. You can't change the past, only accept it.
So sorry these two men died. I was the conductor on the northbound train. I can’t remember the crash or what happened afterwards. I was in shock and had amnesia. The crash injured me severely but 5-1/2 years later and I’m thankful to be alive. My engineer pulled me from our wrecked locomotive.
@@likesanddislikesetc That must have been a very terrifying experience. I know there are a lot of people talking about the motive power (spoilers: all of them were scrapped), but those locomotives can always be replaced. The lives lost cannot. I feel extremely sorry for the deceased crew and you along with your conductor. You are extremely lucky to be alive.
The NTSB concluded that the engineer of the southbound train was probably asleep. He had been working a schedule that had him working this shift at a time when he would normally be off duty, and probably sleeping. Plus the engineer suffered from sleep apnea. The operation of the northbound train was completely normal.
Question is, what happened to the alerter on that lead engine? After they fell asleep, it would’ve sounded an alarm after 30 seconds of inactivity, and subsequently thrown the train into emergency. The whole point of that alerter system!
I was supposed to be on that train too....My girlfriend was supposed to pick me up and give me a ride to the station, she didn't show up and I was pissed blowing her phone up with calls and texts cussing her out.......My girlfriend was hit and killed by a drunk driver. Me and my daughter was supposed to be on that train. It's like she gave her life for ours. We spent that night before arguing about something so stupid I don't even remember what it was. Man I said things I will regret the rest of my life. I would give my life just to have that one night with her again. So much I wanted tell her that I never said.
Wow, what a story Jeff. I might even mention your comment in my Hoxie Train Collision documentary in August. And @Steven Marzullo, this was a freight train.
A loaded train, even with the brakes in full emergency, still needs almost 2 miles to stop. There is just no way you're going to stop the thousands of tons that train weighs on a dime.
With an ATS system you can make a train stop before a red signal if it doesn't slow down. But it's sure that with no security system at all it won't even slow down.
The engineer and the conductor were likely asleep, which I thought was weird at first because they were blowing the whistle for the crossing... until I found out that feature was automated. "The southbound train had an automated alarm that could have given visual and audio warnings to the crew. But the warning didn’t sound because it interpreted the train’s automated horn signal as someone operating the controls, investigators said." Automating that feature reduces workload but in turn it means that there's less for someone to do and if your sleepy with nothing to do guess what happens.
Train crews should be calling out signals(over the radio) in single track territory so the other crews knows they are aware of each other. If not this can happen over and over again.
In Europe (and certainly in Poland, in other European countries we have different systems - some newer are more advanced) we have a system that requires the reaction of the crew when passing near railway signals (or similar critical points). This system called "Samoczynne hamowanie pociągu" (in English "automatic train braking") requires the crew to react actively by pressing a button when passing critical points, if there is no reaction of the crew to the system signal then sudden braking is activated. System is completely offline because the critical points are marked by a passive inductive resonators close to the tracks. All other components are located in the rail vehicle. The system was developed after the biggest rail disaster in Poland which claimed 67 lives (in 1980)
Thats a good idea. Crews in Australia; where I got my Safeworking, theres two crew at the front. and the Observer calls out the signals. There is Yard Limits (going in), and End of Yard Limits (exiting). All a rail company needs to do is ADD another board on exiting to say what the next single line section is called - eg "Hornsby to Chatswood" Then the Observer gets on the radio, and goes "Attention We are entering Hornsby to Chatswood, is anyone there?" and if there is, then the Observer of the other train replies back. "we are already on it."
@@Ekkonai Yes we have that button as well - called a Vigilance timer" The problem is that pressing the button can become automatic. (Beresfield-Australia and Harrow i think it was where other drivers saw the two crew looking out of the steam loco as if everything was ok)
In the old days, there was staff control. Basically a loco had to stop, pickup a staff that was only available if there was no trains on the section and then proceed. There could easily be an electronic version?
"The Automatic Warning System (AWS) is a form of limited cab signalling introduced in 1956 in the United Kingdom. In-Cab horn and button acknowledgement. The original concept of AWS was to provide the driver with an audible and visual indication of whether the distant signal was clear or at caution. Should the driver fail to respond to a warning indication, an emergency brake application will be initiated. Since the introduction of multi-aspect signalling, the majority of signals are fitted with AWS. AWS does not relieve the driver of the responsibility of observing and obeying lineside signals and indicators." Roughly, It screams at you if you if there is a breach in speed, and if you don't respond within a set time, it shuts the train down into Emergency STOP. No need to have a button press EVERY time, just an ability to have the LOCO read each signal as it passes. SO in this case, if an AWS would have been fitted; Southbound: Advanced Approach Signal = 40 mph speed limit [Train going at 37mph, Power applied] = AWS OK (NO ALARM) Approach Signal = 30 mph speed limit [Train going at 42mph, Power applied] = AWS DANGER AWS operation ALARM for 10s. If the ALARM is not responded to by crew, AND power is not reduced, and brakes not applied then the train goes onto emergency STOP. This should have pulled up the train before it got to the final signal at STOP. NOTE for future design: If these 6 signals were able to be grouped, if ANY of the signals was passed incorrectly, then ALL signals could goto DANGER, so the approaching Northern train would also be stopping, reducing the combined approaching speed. **This system would not be replacing train crew. It doesnt crontrol the train. It only stops the train. ** The system would use the power that lights the signals, so it shouldn't be an issue with extra running cost, just a small box. Just saying.. been around since 1956
Eh, we haven't had a full enough of the adoption within our own shores to prevent further SPADs, it's maybe a bit much to expect the septics to take it up, with their many thousands of miles of long and lonely track and downright confusing signal aspect combinations...
There is an "alerter" on US trains that sounds after approx. 1+ min. of no crew input (throttle, brake, horn etc.) The FRA put out a warning after this incident on horn sequencers that an engineer would press and the horn cadence would sound continuously... The alerter considered each horn sounding a crew action in error, and the train never went into penalty brake.
Ou know that the AWS is for the UK right? And the system that actually save SPADs is the TPWS right? Also AWS is not that advance, it doesn’t care what the train speed is, it just care about the signal. You could be going 25 mph and pass a single yellow and still have the AWS “horn” going off and you have to cancel
the cadence reminds me of my summers in michigan on the shore of lake michigan listening to distant train horns across the lake, brings me back so many memories
Is there a coffee pot in the locomotive? Serious question. I drive overnight often and a cup of coffee sure hits the spot some nights. Or if not, I'd be bringing one along.
caffeine does not work for everybody. I am one of those who can put down a whole pot and go right to sleep. then in trucking, snacking, drinking, phone, or even just talking to your self, anything get you written up for "distracted" driving. then not looking at the mirrors or dash, enough time's a min, or to many time's a min. or if your eye lids droop. Dare not yawn.
@@gregnancyspear4367 yea but to say that means that you may also be put in a position to refuse a call to work on account of insufficient rest... then you run the risk of getting fired... guys on the railroad **WORKING TIRED** is as old as the first tie laid down
Okay never mind, I have finally identified and found the numbers of the engines involved. MASNL-16 South: UP 9707 (GE C44-9W) CSXT 4716 (EMD SD70MAC) QNLPI-17 North: UP 5070 (EMD SD70M) UP 4530 (EMD SD70M) All engines were scrapped. 4530 was burnt beyond recognition. you’re welcome
3:43 “The southbound train passed the red signal at a speed of 45 MPH. Event data recorder shows the train remained in throttle position 7, and the crew took no actions to stop their train.”
Sleeping, both of them.......been there. I always found it interesting that it was a Republican president that signed the Railroad Safety Act involving crew fatigue issues.
I used to work in a computer room as a mainframe computer operator and I guess there is a similarity with train operations in the sense that a human being is supposed to be watching over a machine. At the time even I found that situation somewhat ridiculous since it was very easy for the human to stop paying attention while things were quietly going fubar. The computer could easily detect some of the things that require input and stop but, back in those days (1991), they did no such thing. I find it amazing that trains all over the world still employ human attendants as the main control system. I fail to see what about train operations would not be better handled by automation. Automatic control systems can be redundant (fail-over), they don't get fatigued, they don't make decisions based on intuition or emotions and they tend not to ignore warnings or disobey signals (instructions). In 2017 it should be easy to automate most of the global rail network and eliminate the major cause of accidents, human error.
I've also worked as a computer operator... overnight, even. The problem with the comparison is a mainframe and a train are completely different things. Trains are prone to extreme mechanical failures that must be addressed on site. Trains have to respond to exceptional conditions such as idiot road drivers or external failures (like signals). Train drivers have mobility and dexterity that a computer currently can't do, such as coupling and un-coupling cars. Intuition and experience are critical to successfully driving a train. Improper train handling can destroy the cargo, break up the train, or even derail it. Computers (which can also fail, even redundantly) can be taught the motions, but the details blossom in complexity. The reason you can't understand why a computer can't drive a train by itself is because you don't grasp what's actually involved in doing so.
Jovevetj I have to disagree here. Asearchie is talking about overarching safety control assisting the crew and not about no crew operations. I agree with that. The crew is still needed to perform maintenance like broken couplings etc. But it needs something electronic and simple to assist with safe travel.
The only issue I can see is that there has to be power along hundreds of miles of track (tick- signal power there) .. the safety controls doesn't have to be at all signals. Just at approach crossings, and on hills where slow speed needs to be maintained.
You could do the slow speed with a simple timer in one signal. If the next signal is crossed before the previous signal's timer completes then the signal after that is set to STOP, and / or the locos are immediately sent a STOP through the rails.
What were the numbers of the other engines? (That CSX SD70MAC, probably 4736 but idk for sure [what I thought it was in the images]) and the unidentified UP SD70M that was burnt beyond recognition? Does anyone know? The others I know were UP 9707, the C44-9W leading MASNL-16 (south), and UP 5070, the SD70M, most likely in the northbound QNLPI-17. Please help me for my upcoming documentary on this!
there are actually significant safety measures in many aspects of the rail industry, and more are being introduced and worked in as time goes on, but nothing is ever 100% failsafe... as some have pointed out, its not hard to ignore signals and just go with the norm how you do, this was a case where the engineers of the southbound train failed to comply with the signaling and plans of the route.
I'm a train driver in Germany and over here it's more or less impossible to ignore a signal because of our main train proctection system called "PZB" (read more about it here goo.gl/QcrhBq). Driving past a red point like the video shows results in an emergency brake. You can obviously drive past a red signal, but on the one hand you have to do it intentionally, overdriving the PZB to prevent an emergency brake, on the other one this is only allowed in special cases like shunting a train or if a signal fails. This accident here gives me the feeling, that there is no such system installed in the US, because it's not like this was an individual case. Your wording is very vague and does not answer my question at all.
The railroads here in America have been put between a rock and a hard place. The railroads, the big ones at least, have been working on a system called Positive Train Control, PTC for years. Basically the same thing as your PZB. The problem was, none of the systems worked with each other. The government stepped in some time in the early 2000's and told the railroads to get it together and have it installed by December 2016. Problem was, the railroads are footing the cost by themselves with no help from the government. The railroads went to the government around July of 2016 and told them that either the railroads got an extension or the railroads would, by law, shut down in January of 2017. The government has allowed the railroads an extension until, I believe, December 2018. To answer your question, the railroads here in America have a system, PTC, but it is not up and running fully through out all of America due to the fact that the railroads are privately owned and have to pay for the technology themselves without any help from the government.
In the European Union (and some other countries) there is a safety system called ECTS. It's an automated safety system on-board every train. In case the driver misreads the traffic light or don't follow the speed limit, the ECTS takes automatically over or stops the train if needed.
Yep. In 2020 alone there were 1,331 major train accidents in the European Union with 687 people killed and 468 seriously injured, not to mention the multitude of other injuries not categorized as severe. Great system you guys have over there. Hilarious!
If you’ve never worked on the railroad you don’t get an opinion. PTC was implemented on certain territories for “safety” they say. But what’s not told is how Class 1 railroads and many short lines DEPLETE the extra boards and regular boards to move freight. These are two intermodal trains which is UP’s number one money maker. Nothing matters when it’s time to move freight including crew rest. Sure they get 10hrs undisturbed rest but are threatened with their jobs when they try to get days off every 10-14 days. On call 24/7 365. This is the only reason for such catastrophic accidents. No amount of alerters, PTC, conductor logs or anything else is going to make a difference until train crews are allowed to be rested or take a day off without fear of losing their jobs. I worked on the UP as a conductor for nearly 10 years from damn near Houston to Wichita, KS and Dallas to Pecos, TX. The problem is trying to move to much damn freight with not enough people because they don’t want to pay people to do it......... Period.
When I was a boy there were railroad dormitories in every major rail town or junction. If railroads are not giving crews enough rest, then management is inviting more government regulation.
I mean... even if we don't work on the railroad, we kinda do get an opinion. Don't fall asleep when you're controlling a steel beast that's thousands and thousands of tons.
It's also due to the fact that these trains could have been automated years ago. There are shipyards doing complex automated unloading and loading of 10,000 unit container ships since 2003. No excuse that a train on a fixed track couldn't also be automated.
Why do engine crews not radio signal aspects? Then, if absent,he dispatcher and opposing train would know something is wrong - like engine crew falling asleep.
Just Aguy Sorry I’m not an engineer, can you explain what you mean? He dimmed his light? What does that have to do with whether or not he jumped off his locomotive upon seeing the imminent, inevitable collusion?
@@Syclone0044 an engineer will dim the headlight when approaching another train. much like when 2 cars approach, a driver should turn off the bright lights on his car.
I was the northbound conductor- it happened so fast- my engineer said I told him before they hit us “ they’re still coming”. I can’t remember it. He pulled me from our locomotive. I was busted up really bad. My last trip as a freight conductor.
Later report said the southbound crew members -- engineer & conductor -- had fallen asleep at the switch -- they were the ones killed www.usatoday.com/story/news/2016/12/06/ntsb-crew-fatigued-fatal-freight-train-crash/95038258/
>> Later report said the southbound crew members -- engineer & conductor -- had fallen asleep at the switch Then who/what reduced the throttle from 8 to 7?
It's not negligence. Trains in the U.S. have operated in this fashion for years. And even well before the advent of signals. So if you this this is negligence, you should read up on how this was performed in the 30s and 40s. Back then there were no signals. There were only flagmen. A head and rear flagman would walk a minimum of TWO miles out with fusees to warn oncoming trains of their trains stoppage. Trains back then did the exact same thing trains of today do. And for the most part, did it safely. They just did it with way less automation. That being said, PTC still needs to be implemented and FAST. This U.S. government is WAY more motivated to regulate the safety aspects of the trucking industry then the rail industry.
Was the southbound train going cab leading , [ for good vision ] was the deadman switch activated on the southbound loco and not disabled . Was there 2 crew in the southbound train. Did the driver of the southbound train ' know the road ' ? these plus many questions should be asked at a full inquiry . you can not have trains going past red signals.
_Was the southbound train going cab leading_ The train was controlled by the control cabin in the lead and forward-facing locomotive. _was the deadman switch activated on the southbound loco and not disabled_ The southbound train was using a train horn sequencer to repeatedly sound the horn for several level crossings in a row. The activation of the sequencer apparently negates the alerter/deadman switch. This is a design flaw, if you ask me. _Was there 2 crew in the southbound train._ Yes. _Did the driver of the southbound train ' know the road ' ?_ Yes. Train crews are not allowed onto a line they are not familiar with. Should there be some reason a train crew needs to operate on an unfamiliar territory, they must have a pilot who is qualified and familiar to guide them.
Southbound train had just 1 engineer, only person on the train. He had fallen asleep due to excessive taxi trips of 6 hoyrs before his 12 hour shift. He had no sleep and fell asleep at the throttle. The train was completely out if control with no one at the control
Hinton, Canada 1986. Nobody dare say so but the reason for this kind of crash is train drivers being soundly asleep at the controls. No wonder at 2:28am. And no wonder technical solutions to prevent this kind of crash have not or only insufficiently been implemented. As usual money needs to be saved. Who cares about the dead and injured.
Thank you for this video. That was the best explanation of this tragic accident I've seen so far. It's only too bad that certain people here feel the need to talk so much 💩, especially about the crew members involved.
ATCS/PTC with the computers completely running the entire network and all locomotives with no human control will eliminate these disasters from ever happening again
*Ischbinsnur,* I don't think that exists, and it doesn't prevent train crashes any more than beeping warnings in aircrafts prevents failures and crashes.
This kind of accident pushes the idea of some need of autopilot assistance needing to be installed. There is no reason why there shouldn't be a human supervised drive system in place. There would be a lot less accidents like this.
At the end of the day....Not 1 Class 1 railroad in the country should have ANY excuse to why they haven't invested into thier own infrastructure.. Double main lines should be a priority, there will always be human error,and PTC will probably have a fault or 2 here and there
The crew of the southbound was snoozing. That wreck never would've happened if crews had "alerters" the way Amtrak does. You can blame the unions for this wreck.!!! Don't tell me that I don't know what I'm talking about, I'm a retired engineer. The unions fight every safety device that get's dreamt up. It's impossible for a crew to be snoozin' when they have to bang the button every 30 seconds.
I know of crews so sleepy that they would sit up long enough to hit the horn sequencer and go back to snoozin'. When you have been over a stretch hundreds of times, you know just when to lift up your head and go right back to sleepin'. With two men up in the cab, it is impossible that the air brake failed!
Don't the railroads have control centers where dispatch controllers can know and monitor every train's location and velocity in real time? Air planes have this, and I think it would be easier to use that same sort of system in trains. Planes can be anywhere in 3 dimensional space, Trains can only move through one dimension, on the track. There should be no way this sort of thing could happen outside of a deliberate cause.
this accident was the equivalent of running a red light in a car and plowing into another car. you expect a dispatcher(the guy you refer to) to monitor 1-2-3 dozen trains, their location and speed? super-human if you ask me. tech could prevent this, however this tech is still somewhat problematic and expensive. automatic train stop(ATS)has been around for a hundred years. several RRs had it. a few still use it.
The rail roads are a negative work place. the companies are grandfathered in and work their men too many hours a day and a week. the men are also used to high wages and have become greedy for more money and work much longer hours than the average worker in the US. this combination creates fatigue and then accidents. I was a conductor for a year on UP. The talk among the crews is: you are going to have a problem(get laid off/fired for making a mistake) someday - it is not a matter of IF it is only a matter of WHEN.
I don't know about too high a wage. Not enough sleep YES! The worst is when you sleep and dream you're working on the railroad. WTF?! You never knew dreams from reality because they were identical. UGH!
US railroad companies continue to get away with violating rest regulations, running trains within the safety margin of weight and brake capacity, non-compliance with safety regulations and generally dragging their feet on anything and everything that could be considered safety-over-budget (like e.g. installing an advanced warning system that emergency stops the train if the driver falls asleep). And there is no indication that the NTSB, the departement of transportation itself or any state want to do anything about it because freight rail is already behind in the US. And so the vicous cycle continues. The more I think about it, US rail is really a microcosm of the US political climate in general. The only thing that counts is the profit margin. *Anything* else - and be it the loss of hundreds of lives - is secondary to that goal. If it is thought about at all.
I do that to motorists who come off the ramps without Yielding to R O W traffic. Gets their attention, even when they're too occupied with their phones.
Sean Ingram Honestly sometimes i wish i could go all jacob goodnight from see no evil on some of the really bad fucking morons with their damn cell phones while driving. You know the ones that think texting and talking on it is more important then paying attention to what their fucking doing!
Also litle known factoid: the reason 'Q' in morse code is a four tone signal is because 'Q' is used so seldomly in normal language. However, I always thought it was quite dumb that they chose such a long signal for crossing signaling, especially like here where there are seven level-crossings in a short amount of track. If there had been some acoustic signal inside the cab the crew of the southbound train wouldn't have heard it anyway because of all the horn-tooting going on.
Strange, that the richest country in the world has railways from the 19th century. In Portugal and in most European countries, this would hardly happen because there are automatic speed control systems. For example, if a train passes a yellow light at more than 30Km/h or if it passes a red light, this immediately triggers the emergency brakes, I thought that in the USA this was also the case...
We do have something like this on some routes (mainly routes with passenger trains or very busy freight routes) called Positive Train Control, but the implementation of the system is very recent.
@@ViewpointUnique Good night, Trains in the USA are still very late compared to Europe, here such a case is almost impossible, firstly a fixed yellow signal can only be passed at a maximum of 30 km/h (18.6 miles/h), if it exceeds 33 km/h the train is automatically braked. On the other hand, I watch a lot of videos about American railways and often the condition of the tracks is terrible, here that wasn't possible. Railway legislation here is very demanding.
So just hearing no action was taken, are they saying it was on purpose, like a suicide by the driver???? Seems if he didn't try slowing down something happened to the crew.......
@@bobbybooshay8641 Please compaire this to the amount of running trains per day and year against the US. The you will see that the USA are using and primitive and long outdated railwaysystem. Would the USA implement a similar system like here in germany you would have MUCH less accidents. Don`t forget to compaire the types of accidents. Collisions or derailsments due to overspeed of Trains don't even happen that often in germany like in the USA.
and if you would have googled a little more you would have known the northbound crew jumped out to survive! Both injured one very badly. No way to survive if they hadn't.
The southbound engineer, the only person on the entire train, was asleep, having been taken by taxi for 6 hours to his motel, and then another 6 hours back to the train, getting no sleep. ATC is do to come on-line next April and the bill is being presented to Congress in January that will eliminate all humans from trains and the ATC and ATCS and PTC computer systems will take over completely, preventing any accident like this from ever happening again.
I can't believe it, that there are railroad companies still operating without the simplest train control. Comparable with the german PZB for example. With the behavior from the engineer on the machine at track 1, the PZB had stopped the train after the second yellow signal with a full emergency braking. (Speed to high for yellow)
"Combined Speed" is such BS... Suffice to say at each going approximately the same speed, collision interface would be like hitting a stationary object of tremendous mass.
Having been the conductor with the engineer having passed out I would have slammed the emergency brakes and the throttle in dynamic braking directly from his desk.
Considering how many trains there are moving at a given moment, train wrecks are rare. It's just easy to focus on or remember them when they do happen. Just like airplanes.
2 planes can avoid each other 30,000 feet in total low visibility and POS RR can't install avoidance electronics on the ground. Cheap RR, You can get installed CHEAP on a Cessna 172!
You do know that if Congress hadn't delayed the implementation of PTC, this accident wouldn't have happened, right? And train companies are still pushing to delay the implementation even further out cuz they don't want to pay for a safety measure they very clearly need. I would also add that airplanes aren't on a track without the ability to swerve and miss each other - trains are. Trains are also much more efficient than airplanes (and trucks) - which is why almost all of our goods are shipped via train across the country. It's capitalism at its finest - cheapest shipping method wins. It's the same reason we still have cargo ships - much cheaper than flying.
I WAS IN HOXIE ARKANSAS WHEN THE WRECK HAPPENED, BUT WAS ASLEEP AND KNEW NOTHING ABOUT IT TILL THE NEXT MORNING. I WAS TWO BLOCKS FROM THE EX MO-PAC LINE-NOW UNION PACIFIC DOUBLE MAIN LINE. THE WRECK WAS ON SOUTH OF HOXIE WHERE THE DOUBLE TRACKS FUNNELED INTO ONE MAIN LINE GOING SOUTH. IN ONE COMMENT, SOMEONE ASK IF THE TWO DEAD CREW ON THE SOUTH BOUND WERE FIRED ????? I WOULD LIKE TO ANSWER THAT QUESTION. IF THEY DID NOT KNOW JESUS CHRIST AS THEIR PERSONAL LORD AND SAVIOUR, YES THEY GOT FIRED AND WILL BE FIRED FOR ALL ETERNITY WITH NO END AND NO WAY OUT. HELL IS NO JOKE. HELL IS A ONE WAY TRIP, YOU GO, YOU DON'T COME BACK. YOU GO IN, YOU DONT GET OUT. YOU ARE ONLY ONE BREATH AND ONE HEART BEAT FROM GOD. YOU NEVER KNOW WHEN YOU WILL DRAW YOUR LAST BREATH AND WHEN YOUR HEART WILL BEAT FOR THE LAST TIME. GET RIGHT WITH GOD AND RECIEVE ETERNAL LIFE. OR REFUSE AND REBELL AND DIE AND GO TO HELL. READ IN THE HOLY BIBLE, JOHN CHAPTER 3: VERSE 16 AND ROMANS CHAPTER 10, VERSES 9 & 10. THIS IS SO SIMPLE A CHILD CAN UNDERSTAND IT.
It took me a while to come watch this. The conductor in the Southbound train and I were close. We used to always joke around about him working too much. I said that one day it would catch up to him but I never thought it would catch up to him like that. I was supposed to be there that weekend. I absolutely HATE that I wasn't. I miss him so much.
It's a terrible tragedy. I am so sorry for what happened. I wish my words could help but only time can heal wounds that deep. You can't change the past, only accept it.
So sorry these two men died. I was the conductor on the northbound train. I can’t remember the crash or what happened afterwards. I was in shock and had amnesia. The crash injured me severely but 5-1/2 years later and I’m thankful to be alive. My engineer pulled me from our wrecked locomotive.
@@likesanddislikesetc That must have been a very terrifying experience. I know there are a lot of people talking about the motive power (spoilers: all of them were scrapped), but those locomotives can always be replaced. The lives lost cannot. I feel extremely sorry for the deceased crew and you along with your conductor. You are extremely lucky to be alive.
Jonathan Alternate thank you.
Imagine how I feel. He was filling in for me because I laid off sick. I should have been on that southbound out of Dexter Missouri
The NTSB concluded that the engineer of the southbound train was probably asleep. He had been working a schedule that had him working this shift at a time when he would normally be off duty, and probably sleeping. Plus the engineer suffered from sleep apnea. The operation of the northbound train was completely normal.
Isn't an engine cab supposed to have a two-man crew like an airliner?
@@lawrencequave7361 yes a conductor... but sounds like he was sleep to
Question is, what happened to the alerter on that lead engine? After they fell asleep, it would’ve sounded an alarm after 30 seconds of inactivity, and subsequently thrown the train into emergency. The whole point of that alerter system!
I was supposed to be on that MASNL train that night. RIP Chance
Jeff Huntsinger,your lucky.
I was supposed to be on that train too....My girlfriend was supposed to pick me up and give me a ride to the station, she didn't show up and I was pissed blowing her phone up with calls and texts cussing her out.......My girlfriend was hit and killed by a drunk driver. Me and my daughter was supposed to be on that train. It's like she gave her life for ours. We spent that night before arguing about something so stupid I don't even remember what it was. Man I said things I will regret the rest of my life. I would give my life just to have that one night with her again. So much I wanted tell her that I never said.
Wow, what a story Jeff. I might even mention your comment in my Hoxie Train Collision documentary in August.
And @Steven Marzullo, this was a freight train.
Steven Marzullo um dude this was a freight train why do you have to lie about stuff like that?
@@boostjunkie2320 Can't you lie better than that? Oh, I get it. Your daughter was a crew member.
Amazing in this day & age that the train running the red light isn't automatically stopped.
In 2014? On freight rails?
It’s really hard to it’s metal on metal so it’s impossible to get good friction
A loaded train, even with the brakes in full emergency, still needs almost 2 miles to stop.
There is just no way you're going to stop the thousands of tons that train weighs on a dime.
With an ATS system you can make a train stop before a red signal if it doesn't slow down. But it's sure that with no security system at all it won't even slow down.
@@NishnaValleyRailVideos I believe they meant as in throttle would be cut and brakes applied autonomously
The engineer and the conductor were likely asleep, which I thought was weird at first because they were blowing the whistle for the crossing... until I found out that feature was automated.
"The southbound train had an automated alarm that could have given visual and audio warnings to the crew. But the warning didn’t sound because it interpreted the train’s automated horn signal as someone operating the controls, investigators said."
Automating that feature reduces workload but in turn it means that there's less for someone to do and if your sleepy with nothing to do guess what happens.
Train crews should be calling out signals(over the radio) in single track territory so the other crews knows they are aware of each other. If not this can happen over and over again.
They do call them out, unless they are asleep.
In Europe (and certainly in Poland, in other European countries we have different systems - some newer are more advanced) we have a system that requires the reaction of the crew when passing near railway signals (or similar critical points). This system called "Samoczynne hamowanie pociągu" (in English "automatic train braking") requires the crew to react actively by pressing a button when passing critical points, if there is no reaction of the crew to the system signal then sudden braking is activated.
System is completely offline because the critical points are marked by a passive inductive resonators close to the tracks. All other components are located in the rail vehicle.
The system was developed after the biggest rail disaster in Poland which claimed 67 lives (in 1980)
Thats a good idea. Crews in Australia; where I got my Safeworking, theres two crew at the front. and the Observer calls out the signals. There is Yard Limits (going in), and End of Yard Limits (exiting).
All a rail company needs to do is ADD another board on exiting to say what the next single line section is called - eg "Hornsby to Chatswood"
Then the Observer gets on the radio, and goes "Attention We are entering Hornsby to Chatswood, is anyone there?"
and if there is, then the Observer of the other train replies back. "we are already on it."
@@Ekkonai Yes we have that button as well - called a Vigilance timer"
The problem is that pressing the button can become automatic. (Beresfield-Australia and Harrow i think it was where other drivers saw the two crew looking out of the steam loco as if everything was ok)
In the old days, there was staff control.
Basically a loco had to stop, pickup a staff that was only available if there was no trains on the section and then proceed.
There could easily be an electronic version?
"The Automatic Warning System (AWS) is a form of limited cab signalling introduced in 1956 in the United Kingdom.
In-Cab horn and button acknowledgement.
The original concept of AWS was to provide the driver with an audible and visual indication of whether the distant signal was clear or at caution. Should the driver fail to respond to a warning indication, an emergency brake application will be initiated.
Since the introduction of multi-aspect signalling, the majority of signals are fitted with AWS.
AWS does not relieve the driver of the responsibility of observing and obeying lineside signals and indicators."
Roughly, It screams at you if you if there is a breach in speed, and if you don't respond within a set time, it shuts the train down into Emergency STOP.
No need to have a button press EVERY time, just an ability to have the LOCO read each signal as it passes.
SO in this case, if an AWS would have been fitted;
Southbound:
Advanced Approach Signal = 40 mph speed limit [Train going at 37mph, Power applied] = AWS OK (NO ALARM)
Approach Signal = 30 mph speed limit [Train going at 42mph, Power applied] = AWS DANGER
AWS operation
ALARM for 10s. If the ALARM is not responded to by crew, AND power is not reduced, and brakes not applied then the train goes onto emergency STOP.
This should have pulled up the train before it got to the final signal at STOP.
NOTE for future design: If these 6 signals were able to be grouped, if ANY of the signals was passed incorrectly, then ALL signals could goto DANGER, so the approaching Northern train would also be stopping, reducing the combined approaching speed.
**This system would not be replacing train crew. It doesnt crontrol the train. It only stops the train. **
The system would use the power that lights the signals, so it shouldn't be an issue with extra running cost, just a small box.
Just saying.. been around since 1956
Eh, we haven't had a full enough of the adoption within our own shores to prevent further SPADs, it's maybe a bit much to expect the septics to take it up, with their many thousands of miles of long and lonely track and downright confusing signal aspect combinations...
Brilliantly simple solution, there’s no reason why it shouldn’t be implemented.
the USA has always been slow the only system that is cloes to the aws is ptc, and that was only mandated in the last few years
There is an "alerter" on US trains that sounds after approx. 1+ min. of no crew input (throttle, brake, horn etc.) The FRA put out a warning after this incident on horn sequencers that an engineer would press and the horn cadence would sound continuously... The alerter considered each horn sounding a crew action in error, and the train never went into penalty brake.
Ou know that the AWS is for the UK right? And the system that actually save SPADs is the TPWS right? Also AWS is not that advance, it doesn’t care what the train speed is, it just care about the signal. You could be going 25 mph and pass a single yellow and still have the AWS “horn” going off and you have to cancel
the cadence reminds me of my summers in michigan on the shore of lake michigan listening to distant train horns across the lake, brings me back so many memories
The sound of a train in the distance almost has a romantic ring to it.
Management tampering with mandatory rest regulations is NOT a good idea.
True, but ultimately it's ON YOU to make sure your rested and be awake to perform your duties. Had they complied with the rules they'd still be alive.
Is there a coffee pot in the locomotive? Serious question. I drive overnight often and a cup of coffee sure hits the spot some nights. Or if not, I'd be bringing one along.
and get fired or suspended if you dare to tell the dispatcher your not ready to back to work.
caffeine does not work for everybody. I am one of those who can put down a whole pot and go right to sleep. then in trucking, snacking, drinking, phone, or even just talking to your self, anything get you written up for "distracted" driving. then not looking at the mirrors or dash, enough time's a min, or to many time's a min. or if your eye lids droop. Dare not yawn.
@@gregnancyspear4367 yea but to say that means that you may also be put in a position to refuse a call to work on account of insufficient rest... then you run the risk of getting fired... guys on the railroad **WORKING TIRED** is as old as the first tie laid down
This video made it very clear and easy to understand. Thank you.
Okay never mind, I have finally identified and found the numbers of the engines involved.
MASNL-16 South:
UP 9707 (GE C44-9W)
CSXT 4716 (EMD SD70MAC)
QNLPI-17 North:
UP 5070 (EMD SD70M)
UP 4530 (EMD SD70M)
All engines were scrapped. 4530 was burnt beyond recognition.
you’re welcome
CSX called. They want their locomotive back.
Thanks! that was a quick welcome lol
Event happened in 2014. Video posted 2016. UA-cam recommends in 2019. So glad the algorithm works.
ImpendingJoker hey I think we share algorithms
You'd have gotten it sooner if you just never stopped watching YT videos like our glorious algorithm wants.
It's almost as if the algorithm is really a human that recommends cool videos they find.
3:43 “The southbound train passed the red signal at a speed of 45 MPH. Event data recorder shows the train remained in throttle position 7, and the crew took no actions to stop their train.”
Sleeping, both of them.......been there.
I always found it interesting that it was a Republican president that signed the Railroad Safety Act involving crew fatigue issues.
Political parties have nothing to do with this incident.
Passed by a Democratic House and Senate.
Politics means squat.
When it comes to safety, politics have no place.
@@Iowarail Northbound train did nothing wrong. Southbound train was at fault.
On August 17th, 2014 after the death of Robin Williams, 2 Union Pacific Freight Trains collided head-on at 2:28 a.m. in the middle of the 🌙
Jack Salvin I was the conductor on the northbound train.
@@likesanddislikesetc I have a question for u..
How is the death of Robin Williams relevant to this accident? Who gives a damn?
I used to work in a computer room as a mainframe computer operator and I guess there is a similarity with train operations in the sense that a human being is supposed to be watching over a machine. At the time even I found that situation somewhat ridiculous since it was very easy for the human to stop paying attention while things were quietly going fubar. The computer could easily detect some of the things that require input and stop but, back in those days (1991), they did no such thing.
I find it amazing that trains all over the world still employ human attendants as the main control system. I fail to see what about train operations would not be better handled by automation. Automatic control systems can be redundant (fail-over), they don't get fatigued, they don't make decisions based on intuition or emotions and they tend not to ignore warnings or disobey signals (instructions). In 2017 it should be easy to automate most of the global rail network and eliminate the major cause of accidents, human error.
I dont look at the Uber SUV that killed a pedestrian here in Arizona.
I've also worked as a computer operator... overnight, even.
The problem with the comparison is a mainframe and a train are completely different things. Trains are prone to extreme mechanical failures that must be addressed on site. Trains have to respond to exceptional conditions such as idiot road drivers or external failures (like signals). Train drivers have mobility and dexterity that a computer currently can't do, such as coupling and un-coupling cars. Intuition and experience are critical to successfully driving a train. Improper train handling can destroy the cargo, break up the train, or even derail it. Computers (which can also fail, even redundantly) can be taught the motions, but the details blossom in complexity. The reason you can't understand why a computer can't drive a train by itself is because you don't grasp what's actually involved in doing so.
Jovevetj I have to disagree here. Asearchie is talking about overarching safety control assisting the crew and not about no crew operations. I agree with that. The crew is still needed to perform maintenance like broken couplings etc. But it needs something electronic and simple to assist with safe travel.
The only issue I can see is that there has to be power along hundreds of miles of track (tick- signal power there) .. the safety controls doesn't have to be at all signals. Just at approach crossings, and on hills where slow speed needs to be maintained.
You could do the slow speed with a simple timer in one signal. If the next signal is crossed before the previous signal's timer completes then the signal after that is set to STOP, and / or the locos are immediately sent a STOP through the rails.
What were the numbers of the other engines? (That CSX SD70MAC, probably 4736 but idk for sure [what I thought it was in the images]) and the unidentified UP SD70M that was burnt beyond recognition? Does anyone know?
The others I know were UP 9707, the C44-9W leading MASNL-16 (south), and UP 5070, the SD70M, most likely in the northbound QNLPI-17.
Please help me for my upcoming documentary on this!
Ryan’s Colorado Rail Productions CSX 4716 and UP 4530
I think Gomez Adams was behind the throttle
Is this going to be a story problem?
lol
Lol
Man, is there no train protection system installed on US trains and infrastructure?
Seems odd, doesn't it? That two guys could just doze off and cause A FUCKING TRAIN WRECK???!!!
there are actually significant safety measures in many aspects of the rail industry, and more are being introduced and worked in as time goes on, but nothing is ever 100% failsafe... as some have pointed out, its not hard to ignore signals and just go with the norm how you do, this was a case where the engineers of the southbound train failed to comply with the signaling and plans of the route.
I'm a train driver in Germany and over here it's more or less impossible to ignore a signal because of our main train proctection system called "PZB" (read more about it here goo.gl/QcrhBq). Driving past a red point like the video shows results in an emergency brake.
You can obviously drive past a red signal, but on the one hand you have to do it intentionally, overdriving the PZB to prevent an emergency brake, on the other one this is only allowed in special cases like shunting a train or if a signal fails.
This accident here gives me the feeling, that there is no such system installed in the US, because it's not like this was an individual case.
Your wording is very vague and does not answer my question at all.
The railroads here in America have been put between a rock and a hard place. The railroads, the big ones at least, have been working on a system called Positive Train Control, PTC for years. Basically the same thing as your PZB. The problem was, none of the systems worked with each other. The government stepped in some time in the early 2000's and told the railroads to get it together and have it installed by December 2016.
Problem was, the railroads are footing the cost by themselves with no help from the government. The railroads went to the government around July of 2016 and told them that either the railroads got an extension or the railroads would, by law, shut down in January of 2017. The government has allowed the railroads an extension until, I believe, December 2018.
To answer your question, the railroads here in America have a system, PTC, but it is not up and running fully through out all of America due to the fact that the railroads are privately owned and have to pay for the technology themselves without any help from the government.
Thank you for your answer! :)
In the European Union (and some other countries) there is a safety system called ECTS.
It's an automated safety system on-board every train. In case the driver misreads the traffic light or don't follow the speed limit, the ECTS takes automatically over or stops the train if needed.
KVB in france, in almost all train line in europe. When I drive without it, I’m under stress. I can’t understand why a country choose to not have that
Yep. In 2020 alone there were 1,331 major train accidents in the European Union with 687 people killed and 468 seriously injured, not to mention the multitude of other injuries not categorized as severe. Great system you guys have over there. Hilarious!
+ pretty much any of the other systems that come with some level of train stop and overspeed functionality (PZB, TBL, TPWS etc etc)
If you’ve never worked on the railroad you don’t get an opinion. PTC was implemented on certain territories for “safety” they say. But what’s not told is how Class 1 railroads and many short lines DEPLETE the extra boards and regular boards to move freight. These are two intermodal trains which is UP’s number one money maker. Nothing matters when it’s time to move freight including crew rest. Sure they get 10hrs undisturbed rest but are threatened with their jobs when they try to get days off every 10-14 days. On call 24/7 365. This is the only reason for such catastrophic accidents. No amount of alerters, PTC, conductor logs or anything else is going to make a difference until train crews are allowed to be rested or take a day off without fear of losing their jobs. I worked on the UP as a conductor for nearly 10 years from damn near Houston to Wichita, KS and Dallas to Pecos, TX. The problem is trying to move to much damn freight with not enough people because they don’t want to pay people to do it......... Period.
hoganswinger that's nearly the same level of precision railroading at CSX.
When I was a boy there were railroad dormitories in every major rail town or junction. If railroads are not giving crews enough rest, then management is inviting more government regulation.
How many crew on a freight train ? 2 ? Both in the locomotive cab ?
I mean... even if we don't work on the railroad, we kinda do get an opinion. Don't fall asleep when you're controlling a steel beast that's thousands and thousands of tons.
Only one of many accidents caused by crew fatigue. And that is due to the shift work schedule they have.
It's also due to the fact that these trains could have been automated years ago. There are shipyards doing complex automated unloading and loading of 10,000 unit container ships since 2003. No excuse that a train on a fixed track couldn't also be automated.
PTC has been available for years but the rr's are fighting it.
"Available" and "fighting it" are ignorant things to state.
The person responsible for a fatigue accident is the person who is fatigued. No one else knows how tired you are.
@@au51emu well EVERY person that works the pool is fatigued... so what are you saying
Trackside train stopping devices such as the Indusi/PZB system might have prevented this.
Tiredness?
Why do engine crews not radio signal aspects? Then, if absent,he dispatcher and opposing train would know something is wrong - like engine crew falling asleep.
They do
For UP anything that is an Approach or slower aspect is required to be called on the radio.
Were the 2 injuries the northbound guys jumping when they seen the ditch lights of the sleepers?
Big Hoss the southbound train dimmed his light. The northbound crew rode it out.
Just Aguy Sorry I’m not an engineer, can you explain what you mean? He dimmed his light? What does that have to do with whether or not he jumped off his locomotive upon seeing the imminent, inevitable collusion?
@@Syclone0044
an engineer will dim the headlight when approaching another train.
much like when 2 cars approach, a driver should turn off the bright lights on his car.
I was the northbound conductor- it happened so fast- my engineer said I told him before they hit us “ they’re still coming”. I can’t remember it. He pulled me from our locomotive. I was busted up really bad. My last trip as a freight conductor.
How was the ballast when jumping?
Did any of the crew survive? Why didn't the south bound stop?
Two killed, two injured: www.fox16.com/news/two-dead-after-train-collision-in-ne-arkansas/207166801
Later report said the southbound crew members -- engineer & conductor -- had fallen asleep at the switch -- they were the ones killed www.usatoday.com/story/news/2016/12/06/ntsb-crew-fatigued-fatal-freight-train-crash/95038258/
>> Later report said the southbound crew members -- engineer & conductor -- had fallen asleep at the switch
Then who/what reduced the throttle from 8 to 7?
illuminati
It's not negligence. Trains in the U.S. have operated in this fashion for years. And even well before the advent of signals. So if you this this is negligence, you should read up on how this was performed in the 30s and 40s. Back then there were no signals. There were only flagmen. A head and rear flagman would walk a minimum of TWO miles out with fusees to warn oncoming trains of their trains stoppage. Trains back then did the exact same thing trains of today do. And for the most part, did it safely. They just did it with way less automation. That being said, PTC still needs to be implemented and FAST. This U.S. government is WAY more motivated to regulate the safety aspects of the trucking industry then the rail industry.
Was the southbound train going cab leading , [ for good vision ] was the deadman switch activated on the southbound loco and not disabled . Was there 2 crew in the southbound train. Did the driver of the southbound train ' know the road ' ? these plus many questions should be asked at a full inquiry . you can not have trains going past red signals.
_Was the southbound train going cab leading_
The train was controlled by the control cabin in the lead and forward-facing locomotive.
_was the deadman switch activated on the southbound loco and not disabled_
The southbound train was using a train horn sequencer to repeatedly sound the horn for several level crossings in a row. The activation of the sequencer apparently negates the alerter/deadman switch. This is a design flaw, if you ask me.
_Was there 2 crew in the southbound train._
Yes.
_Did the driver of the southbound train ' know the road ' ?_
Yes. Train crews are not allowed onto a line they are not familiar with. Should there be some reason a train crew needs to operate on an unfamiliar territory, they must have a pilot who is qualified and familiar to guide them.
passing south =@=>|--single line--|
Southbound train had just 1 engineer, only person on the train. He had fallen asleep due to excessive taxi trips of 6 hoyrs before his 12 hour shift. He had no sleep and fell asleep at the throttle. The train was completely out if control with no one at the control
Not true. There were two on the train, and they both lost their lives.
Why was this deleted and re-uploaded?
Bottleworksnet SzZxc A
This one reminds me of the July 2016 BNSF wreck in Panhandle,AZ.
Texas*
Hinton, Canada 1986. Nobody dare say so but the reason for this kind of crash is train drivers being soundly asleep at the controls. No wonder at 2:28am. And no wonder technical solutions to prevent this kind of crash have not or only insufficiently been implemented. As usual money needs to be saved. Who cares about the dead and injured.
0:49 Whelps... I already know which trains was in the wrong and what happen, thanks and good bye.
Thank you for this video. That was the best explanation of this tragic accident I've seen so far.
It's only too bad that certain people here feel the need to talk so much 💩, especially about the crew members involved.
Sounds like to me who ever was in the south bound train aka the train coming from Missouri , will be fired and possibly charged??
amazing wrecks
a father died in that wreck
didn't tell us why the train didn't stop;
ATCS/PTC with the computers completely running the entire network and all locomotives with no human control will eliminate these disasters from ever happening again
A system like TPWS would of stopped that southbound train before reaching the signal displaying a danger aspect. RIP to anyone who died.
Stan, maybe this helps you figure it out: lmgtfy.com/?q=Train+Protection+%26+Warning+System
Your troll-fu was weak with that one. Perhaps you meant lmgtfy.com/?q=TPWS
Accidents like this always make me wonder why they don't have any kind of train protection system installed in the states.
*Ischbinsnur,* I don't think that exists, and it doesn't prevent train crashes any more than beeping warnings
in aircrafts prevents failures and crashes.
It does, take Germany for example. We have very few train accidents over here, due to our advanced train control systems.
This kind of accident pushes the idea of some need of autopilot assistance needing to be installed. There is no reason why there shouldn't be a human supervised drive system in place. There would be a lot less accidents like this.
At the end of the day....Not 1 Class 1 railroad in the country should have ANY excuse to why they haven't invested into thier own infrastructure..
Double main lines should be a priority, there will always be human error,and PTC will probably have a fault or 2 here and there
In the end of the accident, all the 4 engines were scrapped.
Ouch.
The crew of the southbound was snoozing. That wreck never would've happened if crews had "alerters" the way Amtrak does. You can blame the unions for this wreck.!!! Don't tell me that I don't know what I'm talking about, I'm a retired engineer. The unions fight every safety device that get's dreamt up. It's impossible for a crew to be snoozin' when they have to bang the button every 30 seconds.
sounds like something an idiot trump voter would say.
I know of crews so sleepy that they would sit up long enough to hit the horn sequencer and go back to snoozin'. When you have been over a stretch hundreds of times, you know just when to lift up your head and go right back to sleepin'. With two men up in the cab, it is impossible that the air brake failed!
Farmer Dave what...?
spoken by a whiny liberal
pj8guy..why did you make a meaningless comment like that?
Southbound train was out of control, no one at the throttle
Don't the railroads have control centers where dispatch controllers can know and monitor every train's location and velocity in real time?
Air planes have this, and I think it would be easier to use that same sort of system in trains.
Planes can be anywhere in 3 dimensional space, Trains can only move through one dimension, on the track.
There should be no way this sort of thing could happen outside of a deliberate cause.
Eric Taylor stop crying
this accident was the equivalent of running a red light in a car and plowing into another car.
you expect a dispatcher(the guy you refer to) to monitor 1-2-3 dozen trains, their location and speed? super-human if you ask me.
tech could prevent this, however this tech is still somewhat problematic and expensive.
automatic train stop(ATS)has been around for a hundred years. several RRs had it. a few still use it.
The rail roads are a negative work place. the companies are grandfathered in and work their men too many hours a day and a week. the men are also used to high wages and have become greedy for more money and work much longer hours than the average worker in the US. this combination creates fatigue and then accidents. I was a conductor for a year on UP. The talk among the crews is: you are going to have a problem(get laid off/fired for making a mistake) someday - it is not a matter of IF it is only a matter of WHEN.
I don't know about too high a wage. Not enough sleep YES! The worst is when you sleep and dream you're working on the railroad. WTF?! You never knew dreams from reality because they were identical. UGH!
Something like This Happen in kismet California but The Train
Was bnsf
On August 17th, 2014, 2 Union Pacific Freight Trains collided at 2:28 a.m. in the middle of the 🌙.
This was an exciting video!
Nice!
That's the death of a CSX SD70MAC.
-_- two people died and you care more about the engine,smh
What was the number?
up and csx
Why am I watching this?
Are RR jobs passed from father to son ?
No
US railroad companies continue to get away with violating rest regulations, running trains within the safety margin of weight and brake capacity, non-compliance with safety regulations and generally dragging their feet on anything and everything that could be considered safety-over-budget (like e.g. installing an advanced warning system that emergency stops the train if the driver falls asleep). And there is no indication that the NTSB, the departement of transportation itself or any state want to do anything about it because freight rail is already behind in the US. And so the vicous cycle continues.
The more I think about it, US rail is really a microcosm of the US political climate in general. The only thing that counts is the profit margin. *Anything* else - and be it the loss of hundreds of lives - is secondary to that goal. If it is thought about at all.
Little known Factoid:
In Morse Code, it's a "Q".
I do that to motorists who come off the ramps without Yielding to R O W traffic. Gets their attention, even when they're too occupied with their phones.
Sean Ingram Honestly sometimes i wish i could go all jacob goodnight from see no evil on some of the really bad fucking morons with their damn cell phones while driving. You know the ones that think texting and talking on it is more important then paying attention to what their fucking doing!
RedArrow73 or TTET, or TTA, or MET, or MA
Also litle known factoid: the reason 'Q' in morse code is a four tone signal is because 'Q' is used so seldomly in normal language. However, I always thought it was quite dumb that they chose such a long signal for crossing signaling, especially like here where there are seven level-crossings in a short amount of track. If there had been some acoustic signal inside the cab the crew of the southbound train wouldn't have heard it anyway because of all the horn-tooting going on.
On my birthday too.
Sorry Panhandle,TX
Strange, that the richest country in the world has railways from the 19th century.
In Portugal and in most European countries, this would hardly happen because there are automatic speed control systems.
For example, if a train passes a yellow light at more than 30Km/h or if it passes a red light, this immediately triggers the emergency brakes, I thought that in the USA this was also the case...
We do have something like this on some routes (mainly routes with passenger trains or very busy freight routes) called Positive Train Control, but the implementation of the system is very recent.
@@ViewpointUnique
Good night,
Trains in the USA are still very late compared to Europe, here such a case is almost impossible, firstly a fixed yellow signal can only be passed at a maximum of 30 km/h (18.6 miles/h), if it exceeds 33 km/h the train is automatically braked.
On the other hand, I watch a lot of videos about American railways and often the condition of the tracks is terrible, here that wasn't possible.
Railway legislation here is very demanding.
This could be an ACT or SAT question.
So just hearing no action was taken, are they saying it was on purpose, like a suicide by the driver???? Seems if he didn't try slowing down something happened to the crew.......
Not suicide they were asleep.
@@gregnancyspear4367 yeah i see that now.......just wonder sometimes because there have been cases of railroad suicide accidents.......
@@gregnancyspear4367 I mean seeing how it’s 2 am I can see how they fell asleep
Sloppy narration. "Stop signal," not "red signal." "Advance approach," not "advanced approach."
Another accident that coould have been avoided by introducing similar systems that are in use in germany since the 1920s...
56 dead and hundreds injured since the turn of the 21st century in Germany champ. Great system you have there!
@@bobbybooshay8641 Please compaire this to the amount of running trains per day and year against the US. The you will see that the USA are using and primitive and long outdated railwaysystem. Would the USA implement a similar system like here in germany you would have MUCH less accidents.
Don`t forget to compaire the types of accidents. Collisions or derailsments due to overspeed of Trains don't even happen that often in germany like in the USA.
Did anyone lose their life? To me, that's all that matters
I don't know for sure, but two trains hitting head on at that speed, it couldn't be good.
Walter Boxhead good
and if you would have googled a little more you would have known the northbound crew jumped out to survive! Both injured one very badly. No way to survive if they hadn't.
except I didn't have to google it and this video left that part out! google may have too!
@@donn8562 We should not need to Google. Should be provided.
This is why you double track.....
This IS why PTC Positive Train Control is a THING Today!
Were the 2 dead guys fired?
marc80s Probably put on indefinite leave.
No, they are union members in good standing voting Democrat in every election to this day ;)
Like textiles; zero incentive to modernize .
*Former Swift Drivers*
Its all a question of training.
The southbound engineer, the only person on the entire train, was asleep, having been taken by taxi for 6 hours to his motel, and then another 6 hours back to the train, getting no sleep.
ATC is do to come on-line next April and the bill is being presented to Congress in January that will eliminate all humans from trains and the ATC and ATCS and PTC computer systems will take over completely, preventing any accident like this from ever happening again.
So basically the southbound signals failed. Nothing new. Try to find a signal maintainer actually working
No. The signal system worked as designed.
The southbound crew was dozing through the signals, rather like some people doze through videos...
The crew fell asleep. Negligence.
I feel like the narrator is talking to me in binary code
I can't believe it, that there are railroad companies still operating without the simplest train control. Comparable with the german PZB for example. With the behavior from the engineer on the machine at track 1, the PZB had stopped the train after the second yellow signal with a full emergency braking. (Speed to high for yellow)
Hey guys
Hey man
DoD
No question, that is definitely a train wreck. The technology exists that would have prevented this accident.
"Combined Speed" is such BS... Suffice to say at each going approximately the same speed, collision interface would be like hitting a stationary object of tremendous mass.
What’s BS about it?
Are you claiming there’s nothing different about hitting a stationary object, vs hitting a moving one?
We’re a *G R E A T B I G R O L L I N R A I L R O A D*
I have a model UP caboose , they used to have one with that ridiculous silly slogan painted on the side, I found it so hilarious I sought out a model.
Having been the conductor with the engineer having passed out I would have slammed the emergency brakes and the throttle in dynamic braking directly from his desk.
It's believed they were both asleep. If only one was asleep, it's likely the accident would not have occurred.
Jovetj Then who was sounding the horn pattern 7 consecutive crossings in a row??
Why the single way track still exists in US? 😭
U.S.A. that's a bad job not done well.
Trains are always crashing...due to their nature, ie: extreme boredom punctuated by rare moments of sheer terror.
Considering how many trains there are moving at a given moment, train wrecks are rare. It's just easy to focus on or remember them when they do happen. Just like airplanes.
2 planes can avoid each other 30,000 feet in total low visibility and POS RR can't install avoidance electronics on the ground.
Cheap RR, You can get installed CHEAP on a Cessna 172!
You do know that if Congress hadn't delayed the implementation of PTC, this accident wouldn't have happened, right? And train companies are still pushing to delay the implementation even further out cuz they don't want to pay for a safety measure they very clearly need.
I would also add that airplanes aren't on a track without the ability to swerve and miss each other - trains are. Trains are also much more efficient than airplanes (and trucks) - which is why almost all of our goods are shipped via train across the country. It's capitalism at its finest - cheapest shipping method wins. It's the same reason we still have cargo ships - much cheaper than flying.
I WAS IN HOXIE ARKANSAS WHEN THE WRECK HAPPENED, BUT WAS ASLEEP AND KNEW NOTHING ABOUT IT TILL THE NEXT MORNING. I WAS TWO BLOCKS FROM THE EX MO-PAC LINE-NOW UNION PACIFIC DOUBLE MAIN LINE. THE WRECK WAS ON SOUTH OF HOXIE WHERE THE DOUBLE TRACKS FUNNELED INTO ONE MAIN LINE GOING SOUTH. IN ONE COMMENT, SOMEONE ASK IF THE TWO DEAD CREW ON THE SOUTH BOUND WERE FIRED ????? I WOULD LIKE TO ANSWER THAT QUESTION. IF THEY DID NOT KNOW JESUS CHRIST AS THEIR PERSONAL LORD AND SAVIOUR, YES THEY GOT FIRED AND WILL BE FIRED FOR ALL ETERNITY WITH NO END AND NO WAY OUT. HELL IS NO JOKE. HELL IS A ONE WAY TRIP, YOU GO, YOU DON'T COME BACK. YOU GO IN, YOU DONT GET OUT. YOU ARE ONLY ONE BREATH AND ONE HEART BEAT FROM GOD. YOU NEVER KNOW WHEN YOU WILL DRAW YOUR LAST BREATH AND WHEN YOUR HEART WILL BEAT FOR THE LAST TIME. GET RIGHT WITH GOD AND RECIEVE ETERNAL LIFE. OR REFUSE AND REBELL AND DIE AND GO TO HELL. READ IN THE HOLY BIBLE, JOHN CHAPTER 3: VERSE 16 AND ROMANS CHAPTER 10, VERSES 9 & 10. THIS IS SO SIMPLE A CHILD CAN UNDERSTAND IT.
Jackie Bennett I've noticed over the years that comments in all caps usually aren't worth reading.
indeed. it exemplifies them as incapable plebeians. It's as if they are yelling at the world that their input is not worth reading.
Caps lock problem? Had gotten too annoying that I stopped reading 2 sentences into the comment.
blah blah blah all caps rant. no one cares about your bullshit religion
1. No one cares about your religion.
2. Disable caps lock, and remove the key from your keyboard.
What did I just watch? Only the government could turn a head on train collision into a boring, dull video.