Description: The article contains the topic on uprr employees. The content refers to the collision of two Union Pacific Railroad freight trains reported by National transportation safety board. We will be demonstrated some analyses about the statistics for the time, speed, direction about both trains from the materials given below.
It is on Sunday, August 17, 2014, at 2:28 a.m. central Daylight Time, Union Pacific freight trains collided in Hoxie Arkansas the southbound train ima SNL 16 departed Dexter Missouri on August 16, 2014, at 6:31 p.m.
The northbound train IQ and LPI – 17 departed North Little Rock Arkansas on August 16, 2014 at 10:57 p.m. this close-up view shows the location of signals along the track in the area of the accident.
The southbound train was scheduled to stop on main track one before the read signal controlling the turnout at control point CP y 229, the northbound train was scheduled to divert onto main track two and continue its trip at about 2:23 a.m.
The horn from the southbound train began to blow in preparation to cross seven highway railroad grade crossings shown here in yellow, the horn remained active sounding uninterrupted great crossing Cadence’s for a total of four minutes and six seconds.
This is an example of horns great crossing cadence at about 225 a.m., the southbound train passed an advanced approach signal displaying a flashing yellow aspect located approximately 2.2 miles from the stop signal at cpy 229.
The southbound train crew was required to reduce their train speed to no more than 40 miles per hour, the event recorded data showed that the southbound train continued past the signal at a speed of 37 miles per hour with the throttle in position 8.
The highest power position at about 225 a.m. at a speed of 48 miles per hour, the northbound train passed an advanced approach signal displaying a flashing yellow aspect located approximately two miles before the control point.
The northbound train crew was required to reduce speed to 40 miles per hour, the northbound train crew reduced their speed as they pass the signal at about 227, the southbound train past an approach signal displaying a solid yellow aspect located approximately 1.1 miles from the stop signal at CP y 229.
The southbound train crew was required to reduce train speed to 30 miles per hour to comply with the signal indication and be prepared to stop before the Train past the stop signal at CP y 229.
When the southbound train passed, the approach signal event recorder data showed the train was moving at 42 miles per hour with the throttle in position seven, the horn from the southbound train stops sounding the grade crossing cadence about 800 feet after passing the seventh grade crossing at south hickory at about 228.
The southbound train past the red signal at cpy 229 at a speed of 45 miles per hour event recorder data showed the southbound train remained in throttle position seven and the crew took no actions to stop their train.
Meanwhile, at about the same time, the northbound train passed a diverging clear signal displaying a red over green aspect at CP y 229, the diverging clear signal required that the train not exceed the prescribed speed of 40 miles per hour event recorder data showed that the northbound train passed the signal at 35 miles per hour at 2:28 a.m. the two trains collided at an estimated combined closing speed of 80 miles per hour.