imprezzed

Responding to alarms in Stadacona...

I kind of like it, it's a compromise. It's a huge nod towards CN's heritage, while maintaining a modern logo, like a BUSINESS should.

Locomotives have been rebuilt from worse than this. Mind you, the fire isn't out yet in this shot. I hope no one was hurt. Looks like they got the rest of the train uncoupled pretty quick.

TSB said that the train was already decelerating, (I'm inferring because of the station stop at Fallowfield) and was moving at 47 mph when the impact occurred. An Emergency brake application was initiated 2 seconds before impact (while already braking for the stop). The bells and lights activated 47 seconds before impact. The crossing arm was fully down 25 seconds before impact. No horn was sounded as there is a municipal by-law prohibiting horn use between I think he said 8 pm and noon, however 915's bell was activated. So, basically, in the TSB's update, we got no indication of anything amiss on the part of the VIA train. They've pulled preliminary data from the train's data recorder. I remember hearing somewhere that they're having difficulty pulling the info from the bus, as it's a system they're not used to, but they did get some information out of the bus already. Fellow Ottawa residents, correct me if I'm wrong, but doesn't the Fallowfield station have security cameras that face east/west along the platform? It's been a year or two since I've been there.

I'm speechless at insensitivity of your reply. Did you even read the damn thread?

http://www.cbc.ca/m/touch/news/story/1.1858868

Still waiting for the return of the RDC's on Vancouver Island... Doubt it'll happen.

SWEEP!!!

It's not about preventing the accident. It's about saving money and increasing the shareholder profits.

Interesting to note the rule changes by TC. However, couldn't the vast majority of these rules be bypassed by simply disconnecting the power from the rest of the consist?

Interesting to note, the train's FRED functioned for quite some time post derailment.... Edit: SBU....

This scenario could not happen. Zero pressure in the brake pipe means the train brakes are ON. The locomotive compressors provide pressure to the brake pipe which releases the train brakes. Best example of this, is when a train separates (breaks a knuckle) the trailing cars come to a stop, because they've lost pressure in the brake pipe. (Its the hose that hangs under a coupler). Mind you, the head end will also come to a stop as well, due to the same loss of pressure.(Hollywood not withstanding) What we do know: When initially tied down, the locomotive was running. The locomotive, was Tended to by the Local FD due to a fire in its exhaust (not uncommon for GE engines), minutes after the in charge locomotive engineer left. MMA employees were on scene with the FD. The in-charge locomotive engineer returned to the train in the latter stages or after the fire. What we are assuming. The Engineer properly tied down the train. What is unknown. Actions of the FD and MMA employees did to deal with the fire in the locomotive, and the post fire actions of those personnel. How, if and what brakes were applied. (Train and locomotive)

GE motive power is known for its ability to create spectacular fire shows. Usually from the exhaust.

Air Canada: DC-9, BAe 146, CRJ, Dash-8, A319/20/21, Embraer 190, B747, B767, A340 Canadian Air Lines: Fokker F28, B737, A321 First Air B727, B737 Canadian North B737 Westjet: B737 Air Transat A310, A330 Lufthansa: A340 Alaskan: B737 Canadian Armed Forces: CH-113 Labrador, CC-115 Buffalo, CH-124 Sea King, CH-146 Griffon, CC-130 Hercules, CC-137 Boeing 707, CC-150 Polaris.

Still has the original VIA Blue bell on her too.