Happened around 11:35 this morning. No injuries.
Jon 
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Any more details? Was the engine in the lead, trailing or were there two? What happened next?
George S posted:Any more details? Was the engine in the lead, trailing or were there two?
I thought that the Acela trains have a powered electric locomotive at both ends, thus the train doesn't have to be turned.
What happened next?
It stopped?
Man, not a good winter for Amtrak, is it?
Hot Water posted:George S posted:Any more details? Was the engine in the lead, trailing or were there two?
I thought that the Acela trains have a powered electric locomotive at both ends, thus the train doesn't have to be turned.
What happened next?
It stopped?
You might be right, but I thought I saw one with only one engine. Can't they go backwards? Our diesels in Chicago do. There is an engineer room on the upper level of the lead passenger car where the engineer can sit and remotely control the engine. If there was only one engine in the lead and it uncoupled, could the conductor emergency brake the trailing consist?
Hot Water postedI thought that the Acela trains have a powered electric locomotive at both ends, thus the train doesn't have to be turned.
I agree with HW . The Acelas have an electric locomotive at each end and 6 cars in between.
George S posted:Hot Water posted:George S posted:Any more details? Was the engine in the lead, trailing or were there two?
I thought that the Acela trains have a powered electric locomotive at both ends, thus the train doesn't have to be turned.
What happened next?
It stopped?
You might be right, but I thought I saw one with only one engine. Can't they go backwards? Our diesels in Chicago do.
Lets not confuse Chicago METRA Commute Service trains (max speed 79 MPH) with the long distance Amtrak Acela service (125 MPH) between Washington DC and Boston, Mass.
There is an engineer room on the upper level of the lead passenger car where the engineer can sit and remotely control the engine.
Yes, the "Cab Car" is in the lead, when all METRA trains enter Chicago.
If there was only one engine in the lead and it uncoupled, could the conductor emergency brake the trailing consist?
Upon uncoupling/separation, the air brakes would immediately go into EMERGENCY, with no action from the Conductor.
Seems the draw-bar separated:
When I rode the Acela years ago, up to Boston, there was a stretch where they could run 150. That was like flying, really cool.
Nothing is perfect. Things break.
George S posted:Hot Water posted:George S posted:Any more details? Was the engine in the lead, trailing or were there two?
I thought that the Acela trains have a powered electric locomotive at both ends, thus the train doesn't have to be turned.
What happened next?
It stopped?
You might be right, but I thought I saw one with only one engine. Can't they go backwards? Our diesels in Chicago do. There is an engineer room on the upper level of the lead passenger car where the engineer can sit and remotely control the engine. If there was only one engine in the lead and it uncoupled, could the conductor emergency brake the trailing consist?
Always remember train brakes (passenger and freight) apply automatically when the brake system loses air pressure. That safety design feature goes all the way back to George Westinghouse.
Disclaimer - i know nothing about the Acelas brake system (Electric or electro-pneumatic or pneumatic) but it's pretty safe to say that if the consist parts it will go into emergency/the brakes will apply.
Kelly Anderson posted:Hey, that looks familiar! Does anybody know Doyle McCormack's location earlier today?
From the NY Post Article
Please don't remind me of that. I was Fireman westbound out of Del Rio, Texas when the drawbar pin fell one and the engine and tender then separated. Still gives me occasional nightmares.
From the picture, looks like the air hose might still be connected.
I think those trains sets have power in both the front and back units, so even though it broke apart the train may have stayed together and not derailed.
The blurb in the news article says the airline remained connected. If that is indeed the case, then an automatic application of the brakes would not occur, correct? I would also think that both engines are present and operational, otherwise the train would/could have pulled further apart.
"A photo shows the connector between two coupled trains broken and separated. Only the air hoses remained connected between the two cars, which both had passengers in them, said the source.
“There was a lot of sparking and smoking at the head of the train and a lot of bouncing around,” the source said."
Chris
LVHR
LaramieJoe posted:Nothing is perfect. Things break.
No doubt, but you have to admit, the timing stinks.
Acela trainsets have a locomotive on each end and although the cars are (supposed to be) semi-permanently connected, they still have two trucks each like a conventional railcar. I never understood why they don't share trucks like older streamlined trains, which would've prevented this.
I think Superman was flying overhead, saw what was happening, swooped down, and held the cars together until they stopped. If it were only the air hoses holding those cars together, those are some tough hoses and glad hands.
Rick
Simple workaround - run the rear engine just a smidge harder than the front. 
The picture I saw on nite news seems to show what appeared to be the 480V electrical cables still attached between the cars, keeping them together. Though if front and rear engines were in use then the separation wouldn't be as much as if the rear was deadheading.
Glad no injuries.
Amtrak sure isn't having a good time. And certainly losing track (pun intended).
Grampstrains posted:Just put a twist tie around the coupler arm to keep it shut.
You win the comments section! 
Mitch
Nothing is perfect. Things break.
Imagine if airlines / airplanes were run that way.
With proper inspections and preventative maintenance, things don't break.
C W Burfle posted:Nothing is perfect. Things break.
Imagine if airlines / airplanes were run that way.
With proper inspections and preventative maintenance, things don't break.
As a person who works in Aviation, things break all the time. It's the reason I have a job. With inspections you hope to get everything but there's always a chance something will slips through.
As for the Acela's they are reaching the end of their useful life span. Hence the reason Amtrak wants to replace them.
Here is a screen shot of a few more lines between the cars on the Acela that may have helped to keep them together. The episode on Extreme Trains that featured the Acela is a must see for any train buff.
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superwarp1 posted:C W Burfle posted:Nothing is perfect. Things break.
Imagine if airlines / airplanes were run that way.
With proper inspections and preventative maintenance, things don't break.As a person who works in Aviation, things break all the time. It's the reason I have a job. With inspections you hope to get everything but there's always a chance something will slips through.
As for the Acela's they are reaching the end of their useful life span. Hence the reason Amtrak wants to replace them.
They're not even 20 years old. I'd hardly say they're reading the end of their lifespan. From what I've read it looks like they'll be used along with the next generation trains. Amtrak just retired 60 year old hi levels.
The parts in question were made in Canada. The cars were finished in Vermont.
Jon
Not quite as excited about my upcoming Amtrak trip to Florida!
Joe Hohmann posted:Not quite as excited about my upcoming Amtrak trip to Florida!
Remember that walking down the stairs in your home and driving/riding in an automobile are statistically more dangerous than being on a train. Enjoy your trip.
Will Ebbert posted:superwarp1 posted:C W Burfle posted:Nothing is perfect. Things break.
Imagine if airlines / airplanes were run that way.
With proper inspections and preventative maintenance, things don't break.As a person who works in Aviation, things break all the time. It's the reason I have a job. With inspections you hope to get everything but there's always a chance something will slips through.
As for the Acela's they are reaching the end of their useful life span. Hence the reason Amtrak wants to replace them.
They're not even 20 years old. I'd hardly say they're reading the end of their lifespan. From what I've read it looks like they'll be used along with the next generation trains. Amtrak just retired 60 year old hi levels.
You can't compare a power unit (engine) with a passenger car for useful lifespans. Apples and figs.
Paul
Railrunnin posted:Will Ebbert posted:superwarp1 posted:C W Burfle posted:Nothing is perfect. Things break.
Imagine if airlines / airplanes were run that way.
With proper inspections and preventative maintenance, things don't break.As a person who works in Aviation, things break all the time. It's the reason I have a job. With inspections you hope to get everything but there's always a chance something will slips through.
As for the Acela's they are reaching the end of their useful life span. Hence the reason Amtrak wants to replace them.
They're not even 20 years old. I'd hardly say they're reading the end of their lifespan. From what I've read it looks like they'll be used along with the next generation trains. Amtrak just retired 60 year old hi levels.
You can't compare a power unit (engine) with a passenger car for useful lifespans. Apples and figs.
Paul
OK, How about AEM-7s which were on the railroad for just shy of 40 years or if you really want to see what a locomotive can do, GP9's built in the 1940s still working in class 1 service.
Amtrak can't get a break right now. They're down, and are being kicked, not the best position to be in.
If there had not recently been two wrecks and a crossing collision involving a train with high profile politicians aboard, this drawbar incident might not have made the news. Nobody was injured or killed, the equipment is repairable, and something may have been learned, that will help to avoid any similar train separations in the future, on Acela.
Passenger train separations aren't common. They do happen from time to time, though. I was aboard the San Joaquin Daylight, years ago, when the baggage car and the first chair car uncoupled. The Engineer had the presence of mind to bail off the engine brakes, to be sure that the head portion of the train outran the rear portion as they both came to a stop. The crew coupled up, made a set and release of the air brakes, and we continued without any further problems and no drama.
Personally, I have instructed my family to do as I do when crossing between cars: reach for the hand grab on the car ahead and step all the way across. Then open the door on the car they wish to enter.
Grampstrains posted:Just put a twist tie around the coupler arm to keep it shut.
No twist ties handy BUT .........
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Haha meanwhile on CSX
wild mary posted:Grampstrains posted:Just put a twist tie around the coupler arm to keep it shut.
No twist ties handy BUT .........
Now that's a lash-up!
What, no duct tape?
No rubber band wrapped around the coupler shank and thumbtack bar??
What, no Kragle?
Mitch
I take it the engineers that designed the Acela never pulled a camper or boat trailer with their vehicles. So they would never know they could use safety chains as a back up system should the draw bar fail. When so many lives are at stake, I hope they go a step farther and develop something to back up this coupling failure.
Joe Hohmann posted:Not quite as excited about my upcoming Amtrak trip to Florida!
Joe, Just visit your parts bin before getting on your train and grab at least one drawbar. Maybe carry some JB Weld too, just in case.
Tom
