 |
Re: Recent derailments - Metro North
Author: Dr Zarkoff
Date: 12-05-2013 - 12:55
>Sorting through all the stupidity in the news about the potential liability of the engineer versus MTA/Metro North, I did hear one attorney suggest the liability belonged to the company for having a speed restricted curve.
I'm beginning to think that all this frivolous litigation is a bad after effect of encouraging children to "run to Mommy" after being bullied rather that duke it out with the @#$%& on the spot. After all, what are you going to do when Mommy has passed away (an presumably you've grown up)?
>But seriously, news reports seem to be claiming that only the engines had alerters, but the cab car did not. Reading through all the fluff, it seems the cab car did have the older dead man system, which I doubt would have been as effective for someone that was sleepy or not fully engaged in their duties for whatever reason.
As I understand things, "grandfathered" deadman pedals don't have to be upgraded to alertors until a certain level of equipment rebuilding/rehabilitating is performed. I do know that once installed, if you add an alertor, the deadman can't be removed (at least that's what the FRA told Transisco in the early 1990s).
>The new NYCTA work engines have been equipped with a button on the throttle that must be held at all times or there is an immediate emergency brake application. Crews are reportedly not happy with it.
Several GE controller designs of 100 years ago had this sort of thing (used by 3rd Ave EL, Key System, WJ&S, SP, CA&E, etc. - even the Victorian Railways suburban system in Melbourne). It had a latching mechanism which allowed for about ½" - ¾" button travel before the latch released the deadman apparatus. IOW, it took a bit of force to latch it, but a lot less to keep it latched, although you had to keep your hand on the button at all times.
>Is there anyone reasonable left in railroad management and regulation?
Probably not (Grady Cauthen has retired).
I'm beginning to think that all this frivolous litigation is a bad after effect of encouraging children to "run to Mommy" after being bullied rather that duke it out with the @#$%& on the spot. After all, what are you going to do when Mommy has passed away (an presumably you've grown up)?
>But seriously, news reports seem to be claiming that only the engines had alerters, but the cab car did not. Reading through all the fluff, it seems the cab car did have the older dead man system, which I doubt would have been as effective for someone that was sleepy or not fully engaged in their duties for whatever reason.
As I understand things, "grandfathered" deadman pedals don't have to be upgraded to alertors until a certain level of equipment rebuilding/rehabilitating is performed. I do know that once installed, if you add an alertor, the deadman can't be removed (at least that's what the FRA told Transisco in the early 1990s).
>The new NYCTA work engines have been equipped with a button on the throttle that must be held at all times or there is an immediate emergency brake application. Crews are reportedly not happy with it.
Several GE controller designs of 100 years ago had this sort of thing (used by 3rd Ave EL, Key System, WJ&S, SP, CA&E, etc. - even the Victorian Railways suburban system in Melbourne). It had a latching mechanism which allowed for about ½" - ¾" button travel before the latch released the deadman apparatus. IOW, it took a bit of force to latch it, but a lot less to keep it latched, although you had to keep your hand on the button at all times.
>Is there anyone reasonable left in railroad management and regulation?
Probably not (Grady Cauthen has retired).
