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Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-10: Norfolk Southern (NS), York, Alabama, February 10, 2006.
| 题名： | Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-10: Norfolk Southern (NS), York, Alabama, February 10, 2006. |
| 关键词： | *Accident-investigations; *Railroad-trains; *Railroad-passenger-service; *Alabama-.;Commuter-transportation; Derailment-. |
| 摘要： | On February 10, 2006, at 3:15 p.m., EST, Norfolk Southern Corporation (NS) Train 23GV509 was traveling east on the Virginia Division, Christiansburg District, en route from Bristol, Virginia on the No. 2 main track with five locomotives and 54 loaded freight cars. The recorded speed was 29 mph, when the train received an undesired emergency brake application and stopped with the head end of the train at Milepost N285.3, just west of the Montgomery Tunnel, near Montgomery, Virginia. Inspection of the train revealed 20 cars derailed, positioned 9th through the 28th head cars. The derailment fouled both the No. 1 and No. 2 main lines. Investigation of the derailment indicated that 18 cars were turned over and two of these cars caught fire when new automobiles from a multilevel automobile car(auto rack) caught on fire. New automobiles from NS TTGX 964907 were ejected and caught fire upon initial derailment. Fire spread from TTGX 964907 to TTGX 991049 before the fire was extinguished by the Elliston Fire Department. There were no injuries. No hazardous materials were involved in the derailment. The weather at the time of the derailment was clear and 45 degrees Fahrenheit. The primary cause of the accident was determined to be train handling. Improper use of the dynamic brake during the running release of the automatic brake application caused slack run-in of 288,000 lbs., forcing a lightly loaded 89' car to derail to high side of a 5.7 degree curve, according to the NS Research and Test Department. A contributing factor was the train makeup. The train consist was made up of 15 loaded auto racks, followed by 11 loaded frame cars, followed by 28 loaded double stack cars. All of the first 26 cars were 89' long with end-of-car cushioning, and all were fairly light weight. Approximately 6037 tons of the 8357 tons trailed this block of long/light cars. Excessive buff forces caused by the slack run-in of the heavier cars on the rear contributed to the derailment. The 16th car in the consist was considered to be the car that caused the derailment. A flatbed loaded with frames, the car was on the high side of the 5.7 degree curve on a descending grade and derailed, subsequently causing the 7 cars in front of it and the 12 cars following to derail. The crew was taken for mandatory Post Accident Toxicological Testing at the local hospital in Salem, Virginia. The estimate for damages was $901,450 for equipment and $141,00 in track damages. Lading damages amounted to $2,720,000. Total damages excluding lading amounted to $1,042,450. The No. 1 main track was restored for service on February 11, around 10 p.m. The No. 2 main track was restored for service on February 12, around 1:30 a.m. The Christiansburg District is a heavily traveled route under traffic control authority to operate between West Virginia and Roanoke, Virginia. |
| 报告类型： | 科技报告 |
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