@CW Agreed. When you compare how many car accidents happen, not even in the whole country, but just in a small region, you'd be surprised at how unsafe they are.
Yep. Easy ratings. Every derailment story now mentions Ohio and even a single car having one wheel slip off the track will make headlines now. There were even a couple of cases where a truck carrying hazmat crashed and the Ohio derailment was referenced in it. Expect it to continue until the next major event that can make easy and good stories comes along.
I would be interested in knowing what makes CBS Boston think this man is an "expert"? I worked in the industry for nearly 40 years, operating trains and as the system safety specialist for Canadian & US operations on a Class 1 Canadian railway. Infrastructure on Class 1 North American railways is not being neglected. Frequent testing is undertaken to determine a host of issues including gauge, broken rails & conditions that may cause broken rails, surface issues (level etc). Some testing is done using track geometry equipment. Berkowitz incorrectly called that equipment "geometric" cars. That by itself is a minor point, but show us that he may not be all that knowledgeable. Total number of derailments include minor slow speed events. Most statistical derailments are not major wrecks. The East Palestine wreck was not a hot wheel as Mr. Berkowitz stated, but a hot bearing. Air brakes have been in use since the end of the 1800s, but modifications over the years have resulted in technology that barely resembles the original equipment. Modern airbrakes are made even more efficient by "distributed power", where locomotives are spread throughout a train. Doing so increases airbrake application & release as well as lessening in train forces. Human error is typically involved in low speed, low damage derailments, but seldom in major wrecks. In the case of the East Palestine event, a hot bearing was the cause. Currently, there is no way to prevent such failures, but the best bet is to identify them as they start to fail. Some roller bearing failures occur in a few miles, meaning even an increase in number of detectors spaced closer together, will not prevent all derailments, but will lessen derailments because they will catch more in the early stage of failing. .....
From the street video, we can see that hot bearing may not be the root cause of derailment (need further evidence to prove). "distributed power" helps a long train in cuving, but in this East Palestine derailment, according to a rough estimate, the "distributed power" pushed 10-20 more cars to derail after system emergency brake was initiated. It looks like the "distributed power" is about at least 5 seconds behind the system to initiate braking.
@@miaozhu8748 Should be less than 5 seconds to initiate brakes on the DPU so long as units are communicating. Engineers typically also apply the brakes via the end of train device if a derailment or other penalty emergency brake application occurs. The notion that DPUs will push the cars ahead is true in relation to their weight & inertia, however to be clear, they are not pushing with power the moment they receive the emergency brake application at their location. Location of DPUs in that regard would be similar to heavy block of cars at that spot in the train. I can't recall off the top of my head if dynamic brake can be used by DPUs in this scenario. I do recall an investigation into a runaway 30 years ago where the engineer dumped the air & thought he had DB, but didn't. I think the software many have changed since then.
@@minnesotarailfan11Remember god is the trains we run him. Or I like to say "IT" saying him makes god sound weak like a man. It's suppose to be like the very present moment every second of every day. It does not watch, it just is. And I think when we die "IT" expands till in billions of years it will collapse. Prot from the movie K-Pax says this process will repeat it self forever BUT let get it right this time around. Because this time may be all we have. God bless
As you both pointed out, unlike our roads and highways, rail infrastructure is all private and are not subject to the same safety and inspection standards as our road systems. One big obstacle to rail in the USA, is that it is not supported by taxation like roads. Until that changes, rail will never be as competitive as it needs to to shift freight and passenger travel from trucks and cars. If the rail system was public, with carriers still being private, I think we would see a lot of our dreams for rail become a reality. As long as everything is owned by private companies, the desire for profits will always take precedence over the need for safety and infrastructure improvements.
Railway infrastructure is inspected far more than highway & roadways because it is far less forgiving. For example a 1/2 inch drop in curve elevation outside of specs for that location requires a speed reduction of about 10mph. There are railroads with substandard track, but they are subject to speed restrictions. Some roads like BNSF (& most Class 1 carriers) have extraordinary trackage. The run trains safely on tangent track at 70mph. Back to inspections, tracks on major routes are typically inspected by qualified track crew 2 or more times weekly. They are also routinely checked using specialized cars on hi rail trucks for surface flaws, internal defects (using ultrasound) , gauge etc.
At the end of the day, as some here have noted, derailments have always happened & always will. The rate of derailments is far less per ton/mile now that decades ago, thanks to technology. The simple fact is that the higher the train speed, the greater the damage. One option to reduce events involving dangerous goods, is to limit speeds of trains handling such commodities. Wrecks at lower speeds involve less cars & those that do derail are less likely to be breached. Making sure cars undergo visual inspection by qualified mechanical personnel is important. I do think too may railcars are only receiving "pull-by" inspections rather than intensive standing inspections. PSR has increased this scenario because far fewer cars go through train yards now. That might be an areas to re-examine when looking at legislation/regulation. In this discussion we have to remember that there is always going to be a risk/benefit analysis in any discussion involving train efficiency. I understand that corporate greed results in taking more chances & we have to as a society decide where the regulatory lines have to be drawn. The cost of transporting the goods that we use every day could increase noticeably if we place that "line" in the wrong place. The biggest items to measure in the equation are the protection of life & the environment. Inconvenience to rail companies or the public don't matter nearly as much.
We've already notice the new stack cars are more beefed up with steel. I think they are too light when put in the middle of a long mixed frieght like that. I know who ever ran the railroad before the insaneosilem took over always separated stack trains from mixed frieght s.
billions are spent on upper management bonuses instead of on rail maintenance, undercarriage maintenance and proper crew levels. also trains are twice as long as they should be for safe operation
longer trains are generally safer because they typically employ distributed power which lessen in train forces & improves speed of air brake application & release.
@@midnightexpress8556 It's also worth pointing out that freight ton/miles (tons of frt. hauled x miles) have increased by thousands of times since then.
he is not an expert if he believes the braking systems on trains used today date to the 1800's, and he failed to talk about how the Railroads have been cutting crews and running longer and longer trains with remote control engines in the middle of the trains. That might work well out west where it is straight and flat, but here in the Midwest and the east curves are tighter, lots of hills and it is just not safe to run 3 mile long trains in the name of profit!!!!!
With regard to the braking systems, he did mention that millions of dollars were spent on PTC (Positive Train Control). However, this (PTC) braking system upgraded is not a story of success. This conclusion is based on the following two observations:. 1). The designers and manufacturers of PTC do not understand the theory of braking, and 2). Too many times, in a derailment report, we see the same statement :" Train engineer initiated emergency brake, the train derailed", including the report from the lately derailment in East Palestine, OH, causing concern if the braking system causes the derailment. Wheel braking has been used for over 1,000 years. But you can see that researchers/scientists are still confused about the theory of braking if you do a literature review.
@@miaozhu8748 Well my understanding of PTC is it shuts the locomotives to idle and applies emergency brake application if the train passes a stop signal. It has nothing to do with other issues on the train. The government provided the rules for how hot the bearing must be before they have to stop, so in a way NS did what they were required to do. Do not take this as my support of NS. They do what most big corporations run by stock holders do and that is forego what they can for profit. Now on your subject of braking. Your car also uses wheel braking to stop it. Train locomotives have electronic braking too where they turn the electric motors on the wheels that make it go, into generators and feed the power through a huge resister bank on the roof of the engine. This system can bring a loaded train down to a crawl with no train or locomotive brakes applied at all. There is no other good way to stop something rolling other than the same way they make it go. Via the wheels? I am confused on what you think technology should do. You have a locomotive that is near 400,000 pounds and every car on the train is loaded around 100 to 130,000 pounds.
@@s16100 Turning the braking energy into electrical energy is what they call "dynamic braking". Dynamic braking is also under the category of wheel braking. Braking distance and other braking parameters need to be accurately calculated and designed, otherwise, it will cause derailments, especially when the distributed power is used.
@@miaozhu8748 No disrespect meant to you, but you don't seem to have a full grasp on how train handling works as an engineer. Part of the training to be a locomotive engineer is to understand how to deal with the forces in your train both for acceleration and deceleration. No engineer in his right mind just throws a train into emergency unless he is about to hit a bolder or gas tank truck stuck on the crossing or god forbid another train. Trains do go into emergency which by the way do not just lock up the wheels. But they do that on their own as soon as the train separates. For instance at East Palestine. Just looking at the footage from the train in the previous town, that wheel bearing was already to the point of fire and the axle just happened to get to the point of being too soft from the heat to hold the weight of the train at the time the detector told the engineer to stop the train. The train was already derailed and dragging that axle at that point. The engineer started to apply the brakes (not an emergency application) when the train itself went into emergency. At that point the train was in emergency because it was already derailed. Not because the engineer did anything wrong or because of the brakes. While I do understand your mechanical thoughts on what you believe should happen with the brake systems, it is obvious that you don't fully understand what is already in place and how it works. The biggest issue is not the brake systems. It is the lack of car maintenance, and the super long length of trains they are trying to run in the name of profit for the stock holders who don't know their head from there a$$ when it comes to running trains. Book theory is great, but until you get hands on working up and down 1 to and 3% grades handling the slack running in and out etc. Right now the railroads are pushing the limits of physics, and not inspecting and tagging cars like they used to. And it is biting them in the rear.
@@s16100 "wheel bearing was already to the point of fire" that is not true. Temperature measured on the bearing is 253 F at derailment. This temperature cannot ignite a fire on anything near the bearing. Even for the plastic pellets, the auto-ignition temperature is 644 F. Temperature on the axle should be a lot lower than 253 F if the heat source is the hot bearing because the axle is a lot larger than the bearing. This temperature only has a little effect on the strength of the axle. If you think the hot axle is so soft to take a load, then you will see the failure axle twisted like a noodle at the derailment site. I do not think they have the axle there. If they have, then the heat source is not the hot bearing. There are other things you are not so right there. If you can make you statement short, we can discuss.
DERAILMENTS ARE A MAINTENANCE ISSUE. PERIOD. When rails are not inspected and grinded, ties are not replaced, ballast isn't cleaned or refreshed you get weak points on the rails that eventually fail and that's what causes the derailment. If a rail is cracked or moved several millimeters over time that can have deadly and disastrous consequences. DERAILMENTS ARE A MAINTENANCE ISSUE. PERIOD.
With these long trains, train handling plays a major part in it. Just looking at it, it looks like the train was stringlined. News reports say the train was parked, and I've heard that there were no high winds around that time. Derailments are not solely a maintenance problem.
@@660Oliver Correct, stringlined. Maintenance issue is only a small portion of derailments. Many derailments are technical design problems, like this one in Ayer, the derailment mode is the stringlining mode. Root cause: superelevation (plus light weight). The derailment in East Palestine Ohio, is a train design problem (may not be the bearing but need further evidence to prove). The derailment in Joplin Mont. (9-25-2021, killing 3 people) is a train design problem for sure.
There is also the lack of car maintenance in the name of profit involved. Most derailments are actually wheel, bearing, or axle failures to be honest. East Palestine was a wheel bearing failure that never got tagged for repair.
Call BS on training. Corporate leadership is not listening to the obvious safety reports by their own workers. Point those fingers in the right direction.
I would like to see that happen but I don’t think there is a chance to do it because of maintaining and the labor force involved in doing that not to mention that most people today can’t handle that kind of work.
Worker fatigue is the number one problem in modern railroading... But they just won't accept it .. they will get no improvements in safety, until they stop overworking their crews ..
Carl B. Your heads up your backside,. How many times are those RXR cars inspected per year? Your car is at least once a year. Time to start stopping trains like they do trucks on the highway . All states have DOT check point inspection and drive in weigh stations. It time to hold the RXR companies accountable for their bad management. MONEY OVER SAFETY.
I think the track had a failure, maybe the spikes came out of the ties(sleeper).Maybe the railroad should have people walk the track to check out them.
Looks like the blue containers that are from east palestine. Those are all over EP like a truck parking lot. I hope they are not labeling that as trash. That would be sad😬
Its trash they come thru our yard in mechanicville NY.. had one on fire last year i had to dump all the trash out with the crane so they could put it out it was awsome😂
Deferred maintenance ... money distributed as dividends which should have been used for repairs ... watch the government "print" up the money to bail out these RRs ...
The train was not moving... it was parked. Some of the car trucks are left on tracks with cars /load flipped. Now look at rails... there gaps in butt up. There was tie and ballast work done recently... missing plates and spikes would cause the rail to roll but the cars wouldn't flip... they would fall down. Next, think on this... "we" have no clue who has entered our country AND the military uses the rails to move equipment.
That train was either just starting to move and the engineer didn't wait long enough for the brakes on the rear cars to release or the brakes were released just prior to moving and the slack ran out towards the rear. Either way this WAS a string line derailment. I don't remember the grades in that area as it's been over 25 years since I ran trains there.
Look at what and how they changed the old ties out and installed new ties in they lift the iron rails pullout the wood ties and slide in new wood ties creating a soft spot under the rails and ties causing a floating rail line if you want to see for your self go watch a train go across nearly any crossings watch the tracks before the cars go over the crossings the whole rail and ties float up and down between cars
That is one NASTY reply! From a news report i have seen the train was actualy stationary and nobody even heard it roll over, could be the track ballast/shoulder subsided and caused the well cars to tip over?there is plenty of water at the lower level ground that could have caused a landslide/settlement,
@@truckinpoppop6777 Headline news but what is the alternative? The same airtime should be given to 18 wheeler accidents. Each train car removes 3 trailer trucks from your neighborhood.
those railroads right of ways been there far longer than those houses.. why build next to railroad tracks???? oh yeah, experts, people who know more and more about less and less....
“they’re occouring almost daily” well yeah derailments happen a dozen of times a week, its been like that for years
@CW Agreed. When you compare how many car accidents happen, not even in the whole country, but just in a small region, you'd be surprised at how unsafe they are.
They’ve happened since the dawn of railroading. We are just hearing about it all the time now since the Ohio disaster. It makes great news stories.
Yep. Easy ratings. Every derailment story now mentions Ohio and even a single car having one wheel slip off the track will make headlines now. There were even a couple of cases where a truck carrying hazmat crashed and the Ohio derailment was referenced in it. Expect it to continue until the next major event that can make easy and good stories comes along.
That too!!😂
Well. yeah, since the start why re-invest in your own train when you can wake more profit?
Ok so mediocrity is acceptable to you
@@truckinpoppop6777 that’s not normal for a civilized country
Where'd they find this " expert"?
their local hobby shop lmao
He’s probably a former employee that has issues
I would be interested in knowing what makes CBS Boston think this man is an "expert"? I worked in the industry for nearly 40 years, operating trains and as the system safety specialist for Canadian & US operations on a Class 1 Canadian railway. Infrastructure on Class 1 North American railways is not being neglected. Frequent testing is undertaken to determine a host of issues including gauge, broken rails & conditions that may cause broken rails, surface issues (level etc). Some testing is done using track geometry equipment. Berkowitz incorrectly called that equipment "geometric" cars. That by itself is a minor point, but show us that he may not be all that knowledgeable.
Total number of derailments include minor slow speed events. Most statistical derailments are not major wrecks.
The East Palestine wreck was not a hot wheel as Mr. Berkowitz stated, but a hot bearing.
Air brakes have been in use since the end of the 1800s, but modifications over the years have resulted in technology that barely resembles the original equipment. Modern airbrakes are made even more efficient by "distributed power", where locomotives are spread throughout a train. Doing so increases airbrake application & release as well as lessening in train forces.
Human error is typically involved in low speed, low damage derailments, but seldom in major wrecks. In the case of the East Palestine event, a hot bearing was the cause. Currently, there is no way to prevent such failures, but the best bet is to identify them as they start to fail. Some roller bearing failures occur in a few miles, meaning even an increase in number of detectors spaced closer together, will not prevent all derailments, but will lessen derailments because they will catch more in the early stage of failing. .....
Thank You !! I couldn’t agree more
From the street video, we can see that hot bearing may not be the root cause of derailment (need further evidence to prove). "distributed power" helps a long train in cuving, but in this East Palestine derailment, according to a rough estimate, the "distributed power" pushed 10-20 more cars to derail after system emergency brake was initiated. It looks like the "distributed power" is about at least 5 seconds behind the system to initiate braking.
@@miaozhu8748 Should be less than 5 seconds to initiate brakes on the DPU so long as units are communicating. Engineers typically also apply the brakes via the end of train device if a derailment or other penalty emergency brake application occurs. The notion that DPUs will push the cars ahead is true in relation to their weight & inertia, however to be clear, they are not pushing with power the moment they receive the emergency brake application at their location. Location of DPUs in that regard would be similar to heavy block of cars at that spot in the train. I can't recall off the top of my head if dynamic brake can be used by DPUs in this scenario. I do recall an investigation into a runaway 30 years ago where the engineer dumped the air & thought he had DB, but didn't. I think the software many have changed since then.
Is this some guy with an HO model railroad in his basement
I think god is playing with his model trains
@@minnesotarailfan11Remember god is the trains we run him. Or I like to say "IT" saying him makes god sound weak like a man. It's suppose to be like the very present moment every second of every day. It does not watch, it just is.
And I think when we die "IT" expands till in billions of years it will collapse. Prot from the movie K-Pax says this process will repeat it self forever BUT let get it right this time around. Because this time may be all we have.
God bless
I was listening to a Northfolk southern train the other day and it sounded so smooth and beautiful they are taking care of their cars
This is the new media trend.
Remember when the media was covering every jail/prison breakout?
Eventually the media will move into something else.
As you both pointed out, unlike our roads and highways, rail infrastructure is all private and are not subject to the same safety and inspection standards as our road systems. One big obstacle to rail in the USA, is that it is not supported by taxation like roads. Until that changes, rail will never be as competitive as it needs to to shift freight and passenger travel from trucks and cars. If the rail system was public, with carriers still being private, I think we would see a lot of our dreams for rail become a reality. As long as everything is owned by private companies, the desire for profits will always take precedence over the need for safety and infrastructure improvements.
Railway infrastructure is inspected far more than highway & roadways because it is far less forgiving. For example a 1/2 inch drop in curve elevation outside of specs for that location requires a speed reduction of about 10mph. There are railroads with substandard track, but they are subject to speed restrictions. Some roads like BNSF (& most Class 1 carriers) have extraordinary trackage. The run trains safely on tangent track at 70mph. Back to inspections, tracks on major routes are typically inspected by qualified track crew 2 or more times weekly. They are also routinely checked using specialized cars on hi rail trucks for surface flaws, internal defects
(using ultrasound) , gauge etc.
At the end of the day, as some here have noted, derailments have always happened & always will. The rate of derailments is far less per ton/mile now that decades ago, thanks to technology. The simple fact is that the higher the train speed, the greater the damage. One option to reduce events involving dangerous goods, is to limit speeds of trains handling such commodities. Wrecks at lower speeds involve less cars & those that do derail are less likely to be breached. Making sure cars undergo visual inspection by qualified mechanical personnel is important. I do think too may railcars are only receiving "pull-by" inspections rather than intensive standing inspections. PSR has increased this scenario because far fewer cars go through train yards now. That might be an areas to re-examine when looking at legislation/regulation.
In this discussion we have to remember that there is always going to be a risk/benefit analysis in any discussion involving train efficiency. I understand that corporate greed results in taking more chances & we have to as a society decide where the regulatory lines have to be drawn. The cost of transporting the goods that we use every day could increase noticeably if we place that "line" in the wrong place. The biggest items to measure in the equation are the protection of life & the environment. Inconvenience to rail companies or the public don't matter nearly as much.
Thank You for articulating this so well !! Yes ! Exactly !
Love 💕 the you tube library!!!
How about better infrastructure
@@qjtvaddict Ya more "Teeter totter" bridges please. Not that they are dangerous.
We've already notice the new stack cars are more beefed up with steel. I think they are too light when put in the middle of a long mixed frieght like that.
I know who ever ran the railroad before the insaneosilem took over always separated stack trains from mixed frieght s.
If it’s csx they mix garbage in containers into general freight trains all the time just watch the rail cam from Ashland Virginia
Look at the derailments on the horseshoe curve. You’d swear whoever put those trains together wanted a derailment to occur.
Is this the entire clip? No mention of the fact the train was not moving and parked?
billions are spent on upper management bonuses instead of on rail maintenance, undercarriage maintenance and proper crew levels. also trains are twice as long as they should be for safe operation
longer trains are generally safer because they typically employ distributed power which lessen in train forces & improves speed of air brake application & release.
In 1990 their was about 1800 derailments and that was before psr I believe it’s a 1400 per year nowadays.
@@midnightexpress8556 It's also worth pointing out that freight ton/miles (tons of frt. hauled x miles) have increased by thousands of times since then.
That is also true I also believe it’s around 140,000 miles per derailment on ns.
@@midnightexpress8556 With how much we are paying crews now to clean up. It's like 40,000 miles of profit. 140 backed by gov.
“Hot wheel” It was a hot _bearing._ This man is no expert.
he is not an expert if he believes the braking systems on trains used today date to the 1800's, and he failed to talk about how the Railroads have been cutting crews and running longer and longer trains with remote control engines in the middle of the trains. That might work well out west where it is straight and flat, but here in the Midwest and the east curves are tighter, lots of hills and it is just not safe to run 3 mile long trains in the name of profit!!!!!
With regard to the braking systems, he did mention that millions of dollars were spent on PTC (Positive Train Control). However, this (PTC) braking system upgraded is not a story of success. This conclusion is based on the following two observations:. 1). The designers and manufacturers of PTC do not understand the theory of braking, and 2). Too many times, in a derailment report, we see the same statement :" Train engineer initiated emergency brake, the train derailed", including the report from the lately derailment in East Palestine, OH, causing concern if the braking system causes the derailment.
Wheel braking has been used for over 1,000 years. But you can see that researchers/scientists are still confused about the theory of braking if you do a literature review.
@@miaozhu8748 Well my understanding of PTC is it shuts the locomotives to idle and applies emergency brake application if the train passes a stop signal. It has nothing to do with other issues on the train. The government provided the rules for how hot the bearing must be before they have to stop, so in a way NS did what they were required to do. Do not take this as my support of NS. They do what most big corporations run by stock holders do and that is forego what they can for profit. Now on your subject of braking. Your car also uses wheel braking to stop it. Train locomotives have electronic braking too where they turn the electric motors on the wheels that make it go, into generators and feed the power through a huge resister bank on the roof of the engine. This system can bring a loaded train down to a crawl with no train or locomotive brakes applied at all. There is no other good way to stop something rolling other than the same way they make it go. Via the wheels? I am confused on what you think technology should do. You have a locomotive that is near 400,000 pounds and every car on the train is loaded around 100 to 130,000 pounds.
@@s16100 Turning the braking energy into electrical energy is what they call "dynamic braking". Dynamic braking is also under the category of wheel braking. Braking distance and other braking parameters need to be accurately calculated and designed, otherwise, it will cause derailments, especially when the distributed power is used.
@@miaozhu8748 No disrespect meant to you, but you don't seem to have a full grasp on how train handling works as an engineer. Part of the training to be a locomotive engineer is to understand how to deal with the forces in your train both for acceleration and deceleration. No engineer in his right mind just throws a train into emergency unless he is about to hit a bolder or gas tank truck stuck on the crossing or god forbid another train. Trains do go into emergency which by the way do not just lock up the wheels. But they do that on their own as soon as the train separates. For instance at East Palestine. Just looking at the footage from the train in the previous town, that wheel bearing was already to the point of fire and the axle just happened to get to the point of being too soft from the heat to hold the weight of the train at the time the detector told the engineer to stop the train. The train was already derailed and dragging that axle at that point. The engineer started to apply the brakes (not an emergency application) when the train itself went into emergency. At that point the train was in emergency because it was already derailed. Not because the engineer did anything wrong or because of the brakes. While I do understand your mechanical thoughts on what you believe should happen with the brake systems, it is obvious that you don't fully understand what is already in place and how it works. The biggest issue is not the brake systems. It is the lack of car maintenance, and the super long length of trains they are trying to run in the name of profit for the stock holders who don't know their head from there a$$ when it comes to running trains. Book theory is great, but until you get hands on working up and down 1 to and 3% grades handling the slack running in and out etc. Right now the railroads are pushing the limits of physics, and not inspecting and tagging cars like they used to. And it is biting them in the rear.
@@s16100 "wheel bearing was already to the point of fire" that is not true. Temperature measured on the bearing is 253 F at derailment. This temperature cannot ignite a fire on anything near the bearing. Even for the plastic pellets, the auto-ignition temperature is 644 F. Temperature on the axle should be a lot lower than 253 F if the heat source is the hot bearing because the axle is a lot larger than the bearing. This temperature only has a little effect on the strength of the axle. If you think the hot axle is so soft to take a load, then you will see the failure axle twisted like a noodle at the derailment site. I do not think they have the axle there. If they have, then the heat source is not the hot bearing.
There are other things you are not so right there. If you can make you statement short, we can discuss.
DERAILMENTS ARE A MAINTENANCE ISSUE. PERIOD. When rails are not inspected and grinded, ties are not replaced, ballast isn't cleaned or refreshed you get weak points on the rails that eventually fail and that's what causes the derailment. If a rail is cracked or moved several millimeters over time that can have deadly and disastrous consequences. DERAILMENTS ARE A MAINTENANCE ISSUE. PERIOD.
With these long trains, train handling plays a major part in it. Just looking at it, it looks like the train was stringlined. News reports say the train was parked, and I've heard that there were no high winds around that time. Derailments are not solely a maintenance problem.
@@660Oliver
Correct. Human error causes a significant amount too
@@660Oliver Correct, stringlined. Maintenance issue is only a small portion of derailments. Many derailments are technical design problems, like this one in Ayer, the derailment mode is the stringlining mode. Root cause: superelevation (plus light weight). The derailment in East Palestine Ohio, is a train design problem (may not be the bearing but need further evidence to prove). The derailment in Joplin Mont. (9-25-2021, killing 3 people) is a train design problem for sure.
There is also the lack of car maintenance in the name of profit involved. Most derailments are actually wheel, bearing, or axle failures to be honest. East Palestine was a wheel bearing failure that never got tagged for repair.
Call BS on training.
Corporate leadership is not listening to the obvious safety reports by their own workers.
Point those fingers in the right direction.
I think the railroads should bring back steam locomotives!! Life was more simple when they were pulling trains!!
I would like to see that happen but I don’t think there is a chance to do it because of maintaining and the labor force involved in doing that not to mention that most people today can’t handle that kind of work.
As a steam man myself and volunteer Fireman and engineer on a steam locomotive. I agree! :)
Guilford railroad was bought by CSX and needed major repairs.
Guilford was running slow
CSX is going way too fast for the tracks
The news is looking for a stawman to hang out to dry.
Worker fatigue is the number one problem in modern railroading...
But they just won't accept it .. they will get no improvements in safety, until they stop overworking their crews ..
Carl B.
Your heads up your backside,. How many times are those RXR cars inspected per year? Your car is at least once a year. Time to start stopping trains like they do trucks on the highway . All states have DOT check point inspection and drive in weigh stations. It time to hold the RXR companies accountable for their bad management. MONEY OVER SAFETY.
hmmm.. pause @1:29 and tell me that doesn't look like a couple feet have been cleanly sliced and missing from the track.
I think the track had a failure, maybe the spikes came out of the ties(sleeper).Maybe the railroad should have people walk the track to check out them.
It rained dude and trash got heavy!!😆👍
Forget gun reform we need train reform
This guy may be an expert at model trains but listening to him , he has no real railroad experience.
It is shameful for a leading global economy to have such a dilapidated railway network. So many train derailments are not normal
Yeah it is it’s been like this since the 40’s.
So it is normal
Looks like the blue containers that are from east palestine. Those are all over EP like a truck parking lot. I hope they are not labeling that as trash. That would be sad😬
Its trash they come thru our yard in mechanicville NY.. had one on fire last year i had to dump all the trash out with the crane so they could put it out it was awsome😂
What railroad was it?
It's owned jointly by CSX and Norfolk Southern.
Csx crew was on the train at the time. It wasn't moving and just fell over.
@@bobobaggins2034 If not moving, HOW?
Deferred maintenance ... money distributed as dividends which should have been used for repairs ... watch the government "print" up the money to bail out these RRs ...
How about federal defect detector standard, mandate? Nationalize rail infrastructure?
The train was not moving... it was parked. Some of the car trucks are left on tracks with cars /load flipped. Now look at rails... there gaps in butt up.
There was tie and ballast work done recently... missing plates and spikes would cause the rail to roll but the cars wouldn't flip... they would fall down.
Next, think on this... "we" have no clue who has entered our country AND the military uses the rails to move equipment.
That train was either just starting to move and the engineer didn't wait long enough for the brakes on the rear cars to release or the brakes were released just prior to moving and the slack ran out towards the rear. Either way this WAS a string line derailment. I don't remember the grades in that area as it's been over 25 years since I ran trains there.
Look at what and how they changed the old ties out and installed new ties in they lift the iron rails pullout the wood ties and slide in new wood ties creating a soft spot under the rails and ties causing a floating rail line if you want to see for your self go watch a train go across nearly any crossings watch the tracks before the cars go over the crossings the whole rail and ties float up and down between cars
PSR, PSSB Precision Scheduled Stock Buybacks ☹️😡
Gee.Wow.
Repeats braking system age myth. Real expert. Like saying airplanes haven't changed since 1903.
He's talking about the geometry car... I think he's smart but a little out of touch
Lack of maintance on tracks greed. Is what it its
it s only weird when wapons and millatairy stuff is trapsported for a war it never happens
Their was a lot of derailments in the 40’s during the war.
Lmao politicians to busy watching porn
who does this old guy thinks is going to pay for his suggestions?
This guy is knowledgeable, but he is not an expert...by any means...
R.j Corman is making a fortune!!!!✌🏻💯😁
it happens all the time.....
Yea this year has been the most train derailment ever
Actually, surprisingly not. Just more publicity.
@@LakeStateRailfan
Exactly right!!!
In 1990 their were 1800 derailments.
About
This guy is an expert, he sounds like a foamer or paid schill.
an old bald jew expert of railroading? 1200 average a year, the media is just showing more as possible until the narrative goes away.
Right. Until the Ohio disaster we rarely ever heard about a derailment. Now it’s breaking news everywhere it happens.
That is one NASTY reply!
From a news report i have seen the train was actualy stationary and nobody even heard it roll over, could be the track ballast/shoulder subsided and caused the well cars to tip over?there is plenty of water at the lower level ground that could have caused a landslide/settlement,
@@truckinpoppop6777 Headline news but what is the alternative? The same airtime should be given to 18 wheeler accidents. Each train car removes 3 trailer trucks from your neighborhood.
@@duck1946
That makes the most sense.
This is just more distraction
those railroads right of ways been there far longer than those houses.. why build next to railroad tracks???? oh yeah, experts, people who know more and more about less and less....
San Bernardino Learned that the hard way