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Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-20: Long Island Railroad (LI), Queens, New York, April 6, 2006.
| 题名： | Federal Railroad Administration, Office of Safety Headquarters Assigned Accident Investigation Report HQ-2006-20: Long Island Railroad (LI), Queens, New York, April 6, 2006. |
| 关键词： | *Accident-investigations; *Railroad-trains; *Railroad-passenger-service; *New-York.;Commuter-transportation; Derailment-. |
| 摘要： | An eastbound LI Train collided with the side of another eastbound LI train at Jamaica Station, on April 6, 2006, at 8:12 a.m. The accident occurred in Jamaica, NY, at LI Milepost 9.0, on the LI Main Line. Train No. 22 consisted of eight Multiple Unit (MU) passenger cars. The consist had four M3 type cars (two in the lead and two trailing) with four M1 cars in the middle. Train No. 22 departed its initial terminal, Penn Station NY, at 7:30 a.m, en route to Babylon. While waiting to depart Jamaica Station from Track No. 8 at 8:10 a.m, the engineer stated that he received a signal from his conductor to proceed. The engineer was unable to recall the signal displayed for his train on signal 66L, a dwarf signal located at the east end of the platform on Track No. 8 at Jamaica Station. The LI block operator stated that no signal was displayed for Train No. 22 on Track No. 8. Train No. 710 consisted of eight M7 type MU passenger cars and departed Jamaica Station from Track No. 7 at the same time, en route to Hempstead. The block operator stated that signal 62L was displayed for Train No.710 to proceed. Train No. 22 collided with the side of the first car of Train No. 710, approximately two car lengths east of the platform at Jamaica Station. Before Train No. 710 came to a stop, damage had been done to cars 7466-65, 7452-51, and 7176-75. The accident occurred within Hall Interlocking at the junction of Tracks 7 and 8 at movable point frogs 55 and 57, which were lined for Train No. 710's route. The signal system within Jamaica Station does not include cab signals. The LI Signal Department initiated a twenty-four hour watch on signal 66L after the accident. Within Hall Interlocking relays were tested for compliance with 49 CFR 236.106, grounds were checked for compliance with 49 CFR 236.107, and cables were tested for insulation resistance for compliance with 49 CFR 236.108. The results of these tests indicated all apparatus to be in compliance with Federal regulations. The accident was caused by failure of the locomotive engineer of Train No. 22 to comply with the stop signal displayed on signal 66L. |
| 报告类型： | 科技报告 |
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