Large Scale Central

Train slams into truck, derails

Prototypes
#21

Vic Smith said:

…

A good company will always take the safest route even if its miles roundabout. This isn’t a regular vehicle its a specialized oversize vehicle, therefore all that more responsibility is on the operators to assure safe passage.

Right you are Vic, but apparently it’s a minor detail.

Back in 1965, when I did my military service in Switzerland (mountain infantry Geb S Bat 6), while I wasn’t driving a big truck I got to drive other vehicles. Which required a few days of extra instructions. Mantra: you are responsible for what you drive and how you drive regardless of the size of vehicle.

OTOH even with strict instruction there were/are still trucks upside down on those mountain roads.

To paraphrase: “all the excuses and all the complaints won’t put that truck and train back together again.”

#22

Many states have Route Expediters, I remember some flack about an approved route that ended up taking out a bridge not too many years ago.

Could have been somebody in the highway dept that OK’d the route, y’know.

#23

Probably to much extra effort involved, but would it not be prudent of the trucking company/driver to have an idea of the railroads schedule and or use of their tracks in the aforementioned area?

I’m going to make an assumption; but more likely than not the trucking company involved is probably local, accordingly knowledge of the route and the limitations it puts on transport equipment should be well known IMO.

As Bob suggested an experienced driver should have been cognizant of the condition(s) and had the clarity to approach the crossing with caution and test the water so to speak. Of course knowing when it might be “safer than not” to cross said crossing has merit too.

Michael

#24

John Caughey said:

Many states have Route Expediters, I remember some flack about an approved route that ended up taking out a bridge not too many years ago.

Could have been somebody in the highway dept that OK’d the route, y’know.

Yeah I remember that, too, it was on Interstate 5

http://www.timescolonist.com/news/local/canadian-trucker-hit-support-girder-of-skagit-river-bridge-that-collapsed-1.229809

#25

Some of the large load hauliers in the UK arrange to have a police escort front and rear, particularly long or very large load or low slung loads.
I believe they have to pay for it but at least the route is well worked out and the load handed from one area police force to the next area force and so on down the whole route.

#26

On that incident with the I5 bridge, here’s a bit more to read.

http://www.winnipegfreepress.com/business/regulators-find-systematic-problems-in-lead-up-to-washington-state-bridge-collapse-267209811.html

Vely intelesting stuff!

#27

Ross , over a certain size in the UK , a load has to be escorted by police or contractors .

The load’s route is worked out by the local authority responsible for the road being used .

Once the route is agreed , it is up to a combination of the Company and Authority to ensure that the route is navigable and where it crosses other traffic (canal , train , river) that the road is suitable for transit , this involves working with the railways in particular to set up communication with local rail traffic control . A time slot is worked out for the arrival of the load at the train crossing , and when it arrives the roadbed is adjusted according to requirements using sheet steel , timbers , sand and whatever necessary . If the load does not arrive in time for the time slot , it is not allowed to proceed . Clearance for rail traffic is only given after the load has crossed . A spare towing vehicle is always available to cover . At rail crossings , there are in any case telephones available for members of the public etc… for use in emergencies , directly connected to the nearest signal box .

This method has to be followed for every bridge that the load has to cross , this time with weight being taken into consideration and the bridge temporarily strengthened , or special hover trailers are used .

The driver in all this just does as he is told .

Quite a good system , no lives lost , no trains derailed , no jumping to conclusions .

Similar systems are used in most of Europe .

Mike

ps ----a close look at the type of trailer and the road geometry in the derailment shown would leave the

average driver totally lost . I doubt anyone here except the professional truck drivers will be able

to see why .

#28

Mike Morgan said:

Ross , over a certain size in the UK , a load has to be escorted by police or contractors .

The load’s route is worked out by the local authority responsible for the road being used .

Once the route is agreed , it is up to a combination of the Company and Authority to ensure that the route is navigable and where it crosses other traffic (canal , train , river) that the road is suitable for transit , this involves working with the railways in particular to set up communication with local rail traffic control . A time slot is worked out for the arrival of the load at the train crossing , and when it arrives the roadbed is adjusted according to requirements using sheet steel , timbers , sand and whatever necessary . If the load does not arrive in time for the time slot , it is not allowed to proceed . Clearance for rail traffic is only given after the load has crossed . A spare towing vehicle is always available to cover . At rail crossings , there are in any case telephones available for members of the public etc… for use in emergencies , directly connected to the nearest signal box .

This method has to be followed for every bridge that the load has to cross , this time with weight being taken into consideration and the bridge temporarily strengthened , or special hover trailers are used .

The driver in all this just does as he is told .

Quite a good system , no lives lost , no trains derailed , no jumping to conclusions .

Similar systems are used in most of Europe .

Mike

ps ----a close look at the type of trailer and the road geometry in the derailment shown would leave the

average driver totally lost . I doubt anyone here except the professional truck drivers will be able

to see why .

I know.

#29

Yes Ross , I know you know . I addressed it to you out of courtesy and to draw attention to what I was trying to answer .

It wasn’t all for your benefit (neither are other things we write here) it is to be shared and we hope understood by those who do not have the knowledge we try to impart . That way , sensible discussions can take place and we can all learn . Or not if people aren’t interested .

Mike

#30

Here are a couple photos of the aftermath. The first one shows the lead engine, which fell over on its side. This photo was taken after the engine was pulled upright. Looks like the crew was lucky to survive:

http://www.railpictures.net/viewphoto.php?id=501250&nseq=24

The next photo shows the second engine. It derailed but did not fall over. Both engines were impacted by some of the cars which derailed:

http://www.railpictures.net/viewphoto.php?id=501252&nseq=22