waterlevelroute wrote:I use the word "major" to describe the derailments because of the mess they made, the blocked at grade crossings, the need for public services (fire, hazmat, etc.) and the amount of damage done. It may have been only 3 garbage cars tipped over (plus one loco off the tracks) but what a mess it made around the site, it looked like a tornado hit the train. If that train had derailed 2 or 300 feet further east a lot of vehicles would have gotten wiped out at the busy Pittsburgh ave crossing. It also makes me understand why railroad workers aren't too keen on people standing too close to the tracks while train fanning.
We at NS used to refer to CSX as "the derailment road" because they seemed to have so many! While all railroads are subject to derailments, CSX seems to be plagued with them and it seems to be due to deferred maintenance. NS, and its predecessor Southern, was persnickety about track and very OCD about their physical plant. Any derailment cause much consternation on Southern (where I hired) and lots of investigation as to the cause. They would place blame, and run anyone off who caused such with 10, 15, 30 day suspensions. NS was always VERY anal about it and "grumpy" when it came to it!
Yes the adjacent NS tracks were also closed for 12 hours or so.
I agree 110%. Back in the mid 70s when we were doing it with pick and shovel over on the SCL the Southern had backhoe's and dumptrucks. I paled around with an asst. track supervisor
on the Southern back then and once mentioned the difference between us and them. He told me the Southern would always spend a dollar to make a dime cause in the end the dimes would add up. He also mentioned that they'd keep slow ordering a piece of track until they couldn't go any lower and then come in, replace everything with new and raise the speed back up. He said by doing it that way they figured, with the exception of routine maintenance, that portion of track wouldn't need any major work for about 5 years.