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Re: Article about the Goodwell, OK, collision victims
Author: OldPoleBurner
Date: 07-02-2012 - 09:46
Since I was asked -
Yes indeed!
Not only are the switch points partially opened, but even more telling is the severely bent basket rod - arched upward. That is clear and convincing physical evidence that something "pranged" the switch when it was in reverse. - Hard too! But that is scarecly the only evidence that will be available. The NTSB will by now have the lead locomotive's event recorder, the so-called black box. Mostly likely they will also by now have data downloaded from the event recorders in the signal huts, and from the dispatch center also. Most signal huts on important routes have solid state recorders imbedded within the signal controllers. And those few that are still relay plants, will likely still have mechanical recorders.
In fact, those signal boxes were probably downloaded almost immediately by the railroad's own engineering department, to make sure the data was preserved. That information would then be turned over intact and in raw form, to the NTSB. The NTSB may also choose to download their own copy - if they get there before the internal logs are overwritten by new data.
While there is a limited amount of flash memory available for the logs, and older data can be over-written quickly under high traffic volumes; under the circumstances (traffic at a standstill), it isn't too likely to be over-ridden, but it is possible. Hence the need for an immediate download. Note too that the flash memory logs are not accessible by anyone, except to download their contents. Log data stored in the flash memory can only be written by the "firmware" operating system, in automatic response to a monitored event. There is no human interface to alter the stored data.
I think there is sufficient prima-facia evidence here, to point the investigation in the direction of finding out why the train in question failed to stop, and even failed to slow down until impact. A remote possibility still to be ruled out (to the public anyhow - may already be settled within the investigation), is signal malfunction; or a signal mis-read in quirky lighting conditions. They can happen, but are rare.
The last FRA report I saw indicated that such "false clears" had been occurring nationwide at a rate of about 7 incidences every 5 years, and slowly declining; all caused by erroneous maintenance actions, or undetected design certification errors (often an 'invitation' to reside in Leavenworth Kansas will follow). If ever such a thing should happen though, it will leave a trail of incongruencies in the wayside data loggers, that the NTSB will pick up on quickly.
So far, this has all the earmarks of a classic "crew fatigue" situation. Not only was the stop aspect at the end of siding missed, so were the two approach aspects before; and ultimately, the headlight of the oncoming train was missed too!
As to alerters onboard, the NTSB has several times before, PROVEN them to be useless. Indeed - worse than useless! They have shown in a number of accident reports over the years, that a locomotive engineer can respond to the alerter in intelligent and correct ways; while dead asleep! - and with his eyes wide open even! - but all the while he is in fact NOT CONSCIOUS !
Since in ALL these incidences, he/she is not even aware of his own state, let alone willfully engaging in it; it seems to me to be most unjust to be be accusing the train crew, as I have repeatedly seen in other public forums over this incident (especially the Huffy-Puffy Report".
Instead, who should be accused are the management types (and union bosses who kiss up) who have utterly refused to remedy this situation, and have indeed so far consistantly interfered with all attempts to solve it (unions included). It will not be solved by continuing this absurd practice of regularly commuting goodly distances, working twelve hour shifts until you go dead on the law, then spending hours being hauled around by a dog catcher - Then doing it all over again and again for 7-10 days at a time, or even weeks, with no rest days.
What part of the word stUPid does the UP not understand! -- They continue to be "penny-wise and pound foolish!"
Do I dare even ask - what part of the phrase "human dignity do they. . . . .?
Yes indeed!
Not only are the switch points partially opened, but even more telling is the severely bent basket rod - arched upward. That is clear and convincing physical evidence that something "pranged" the switch when it was in reverse. - Hard too! But that is scarecly the only evidence that will be available. The NTSB will by now have the lead locomotive's event recorder, the so-called black box. Mostly likely they will also by now have data downloaded from the event recorders in the signal huts, and from the dispatch center also. Most signal huts on important routes have solid state recorders imbedded within the signal controllers. And those few that are still relay plants, will likely still have mechanical recorders.
In fact, those signal boxes were probably downloaded almost immediately by the railroad's own engineering department, to make sure the data was preserved. That information would then be turned over intact and in raw form, to the NTSB. The NTSB may also choose to download their own copy - if they get there before the internal logs are overwritten by new data.
While there is a limited amount of flash memory available for the logs, and older data can be over-written quickly under high traffic volumes; under the circumstances (traffic at a standstill), it isn't too likely to be over-ridden, but it is possible. Hence the need for an immediate download. Note too that the flash memory logs are not accessible by anyone, except to download their contents. Log data stored in the flash memory can only be written by the "firmware" operating system, in automatic response to a monitored event. There is no human interface to alter the stored data.
I think there is sufficient prima-facia evidence here, to point the investigation in the direction of finding out why the train in question failed to stop, and even failed to slow down until impact. A remote possibility still to be ruled out (to the public anyhow - may already be settled within the investigation), is signal malfunction; or a signal mis-read in quirky lighting conditions. They can happen, but are rare.
The last FRA report I saw indicated that such "false clears" had been occurring nationwide at a rate of about 7 incidences every 5 years, and slowly declining; all caused by erroneous maintenance actions, or undetected design certification errors (often an 'invitation' to reside in Leavenworth Kansas will follow). If ever such a thing should happen though, it will leave a trail of incongruencies in the wayside data loggers, that the NTSB will pick up on quickly.
So far, this has all the earmarks of a classic "crew fatigue" situation. Not only was the stop aspect at the end of siding missed, so were the two approach aspects before; and ultimately, the headlight of the oncoming train was missed too!
As to alerters onboard, the NTSB has several times before, PROVEN them to be useless. Indeed - worse than useless! They have shown in a number of accident reports over the years, that a locomotive engineer can respond to the alerter in intelligent and correct ways; while dead asleep! - and with his eyes wide open even! - but all the while he is in fact NOT CONSCIOUS !
Since in ALL these incidences, he/she is not even aware of his own state, let alone willfully engaging in it; it seems to me to be most unjust to be be accusing the train crew, as I have repeatedly seen in other public forums over this incident (especially the Huffy-Puffy Report".
Instead, who should be accused are the management types (and union bosses who kiss up) who have utterly refused to remedy this situation, and have indeed so far consistantly interfered with all attempts to solve it (unions included). It will not be solved by continuing this absurd practice of regularly commuting goodly distances, working twelve hour shifts until you go dead on the law, then spending hours being hauled around by a dog catcher - Then doing it all over again and again for 7-10 days at a time, or even weeks, with no rest days.
What part of the word stUPid does the UP not understand! -- They continue to be "penny-wise and pound foolish!"
Do I dare even ask - what part of the phrase "human dignity do they. . . . .?
