by east point
Beech only does major overhauls of LDSL. Bear does rebuilds and regular work only on Amfleets - 1s. NOL has done some work but unknown how detailed. Leaves only MIA.
Railroad Forums
Moderators: GirlOnTheTrain, mtuandrew, Tadman
Tadman wrote:Here's an interesting question: how many injuries have they had from open outside doors? And how would dropping propulsion prevent the injury when the train is moving at 79mph? I've seen many conductors open a door and lower the trap while moving in order to make a station stop short, as well as highball before raising the trap and securing the door. I've also see a SL lounge door pop open at track speed because it wasn't properly dogged shut despite being closed. In which of the three scenarios here would this door protection circuit help matters? Answer: NONE.Lets see, a guy got dragged to his death in bradley beach NJ about 10 years ago because of a faulty door and no protocol for bypassing the system, they would just bypass it because it was annoying. Now that not allowed. The train left the station with the door shut, but not with a closed and locked indication because it was bypassed. In the last few years a number of people have gone missing from Amtrak trains around the country, mostly long hauls, because they let themselves out while the train was moving. The propulsion door circuit would require everything secured before leaving a station. Might it add a few more seconds? Yea. Does it matter? No. They will just adjust schedules accordingly. Almost every commuter railroad in the northeast is operating with these types of systems with good success, and since its become a hot button issue the need to cut the system out requires a notification to the dispatcher as well as the offending door, or doors in that car locked out internally to prevent them being opened automatically or manually, unless there is an emergency.
Greg Moore wrote:This is all nice... but...You, Ngotwalt and Rockingham Racer aren't doing your jobs!! The information should have been here already.
When's the next batch of cars.
That's the real question for this particular topic!
ApproachMedium wrote:To expand on this, there could have been multiple occasions where passengers have disembarked without stopping, only to be found by a passing train. A sensor would not only stop someone from being dragged (which is the main reason), it would alert the crew that someone has done something to the door and maybe the investigation can begin sooner, rather than hours later.Tadman wrote:Here's an interesting question: how many injuries have they had from open outside doors? And how would dropping propulsion prevent the injury when the train is moving at 79mph? I've seen many conductors open a door and lower the trap while moving in order to make a station stop short, as well as highball before raising the trap and securing the door. I've also see a SL lounge door pop open at track speed because it wasn't properly dogged shut despite being closed. In which of the three scenarios here would this door protection circuit help matters? Answer: NONE.Lets see, a guy got dragged to his death in bradley beach NJ about 10 years ago because of a faulty door and no protocol for bypassing the system, they would just bypass it because it was annoying. Now that not allowed. The train left the station with the door shut, but not with a closed and locked indication because it was bypassed. In the last few years a number of people have gone missing from Amtrak trains around the country, mostly long hauls, because they let themselves out while the train was moving. The propulsion door circuit would require everything secured before leaving a station. Might it add a few more seconds? Yea. Does it matter? No. They will just adjust schedules accordingly. Almost every commuter railroad in the northeast is operating with these types of systems with good success, and since its become a hot button issue the need to cut the system out requires a notification to the dispatcher as well as the offending door, or doors in that car locked out internally to prevent them being opened automatically or manually, unless there is an emergency.
As for the speed, if a door opens while the train is moving at 79 it may not stop somebody from falling out, but they sure as hell would know it happened. The one train i read about that an elderly man with memory issues fell off of, happened in the middle of the night. It took at least a week i think for them to find the body. Nobody knew he was gone until the train was long past his stop. Maybe if they knew somebody had gotten out, or it was harder to do without somebody knowing about it, then maybe he might have been alive. Its all about the legal mumbo jumbo.
ThirdRail7 wrote:To be fair, when I posted my question, a certain Highway Sign hadn't yet appeared on another site (or if it had, I hadn't seen it yet).Greg Moore wrote:This is all nice... but...You, Ngotwalt and Rockingham Racer aren't doing your jobs!! The information should have been here already.
When's the next batch of cars.
That's the real question for this particular topic!
BandA wrote:I'm more familiar with CR MBTA, where there aren't enough conductors to supervise the manual doors, opening, closing, then opening traps on successive stops, never mind collecting fares! So my question is, looking out 10-15 years how will Amtrak deal with a mixture of older cars (with manual doors?), "waiver" VII cars and future compliant cars.
Greg Moore wrote:You need to say more, not make folks solve puzzles, LOL.ThirdRail7 wrote:... I didn't necessarily want to steal anyone's thunder.Greg Moore wrote: ... but ... When's the next batch of cars?... The information should have been here already.
That's the real question ... !
But for those who are curious about what I'm talking about, let's just say if I'm lucky, I might be visiting Columbia or Charleston in the next year.