Amtrak Philly derailment NTSB findings

"I am not saying it isn't his fault, as every other engineer on that line would have had to handle the same amount of radio traffic and is ultimately responsible for the safe handling of the train.  I just want to point out that this man was held in high regard by his peers for his dedication to his job and his active participation in safety related activities, so(me)? hanging him out to dry for the rest of his life and career may or may not be warranted."

It is sad that even in this day and age how quickly the "lynch mobs" form a line!

Food for thought:
A number of years ago, the railroad took out a walkway over a very short bridge adjacent to a switch stand at an industry and put it on the other side of the track. The "other side of the track" was the same side that the engineer was on most of the time when switching this industry. Those of us in the working class told the company officials that it was unsafe to take that walkway out and eventually someone would get hurt there by dropping off into the creek below. Did the company listen? NO! Did someone get hurt there? YES, and he sued the company for his injury!

Now, fast forward to: "Also is it is true that the ATS system was in place and simply deactivated..."

Hot Water posted:

Big Jim posted:

Moonman posted:

Big Jim posted:

It has been alluded to on another forum that there are no curve speed boards along this line. Does anyone know if that is true? Also, that this curve looks the same as another nearby curve.

My recollection of yesterday's hearing is that there are no signals or speed boards in this area.  That question was asked of one of the investigators.

I am sure a lot of you here will ask the question...what good would that have done, isn't he supposed to know his territory? That is true, but, even though he knows that curve is limited to X mph, a speed board is a "fixed signal". It would have provided him with a reminder that a restricted curve is coming up and the need to slow down. Even if he could not have come down to the curve's speed restriction, maybe, the train could have slowed down below the "turning over speed".

Concerning "speed boards", different railroads use different practices with speed board placement and use. The Southern Pacific provided a speed board in advance of the actual spot of the speed reduction, but no speed board at THAT specific spot of the reduction, i.e., the Engineer had to know EXACTLY were he was at all times. The Burlington Northern, provided an angled speed board in advance, and then a straight/horizontal speed board at the exact spot of the reduction. 

I have edited my post to include "If placed in advance of the curve, as was the case on my line,

OK, when I am driving a car, if I think the lane ahead has a situation which is not safe, I slow down...........