![]() The next day, it was placed on departing CN train M-39091-19. ![]() On 18 December 2008, car UTLX 37605 was interchanged from UP to CN at Proviso, Illinois. No stencils indicating "HOME SHOP FOR REPAIR DO NOT LOAD" were applied to the car. The car was then waybilled to Procor in Sarnia, Ontario, Canada. UP received authority from the car owner, Union Tank Car Company (UTLX), to move the car to a certified repair facility. A UP home shop for repair card was placed inside the routing card holder indicating that the stub sill had been temporarily repaired, the car was prohibited from being humped Footnote 4 and it was to be transported as the rear car of a train. The repair was not performed at a certified tank car facility. On 24 November 2008, a temporary weld repair was made to the stub sill. The car was interchanged with NS at Mitchell, Illinois, on 03 November 2008, then re-routed and interchanged from NS to UP at Proviso, Illinois, on 08 November 2008.ĭuring an interchange inspection at Proviso on 19 November 2008, UP inspectors bad ordered car UTLX 37605 for a cracked A-end stub sill. After offloading, the car was released as a "residue" Footnote 3 car on 27 October 2008 destined for Whiting, Indiana. The car was picked up and transported by Norfolk Southern Railroad (NS), interchanged with the Union Pacific Railroad (UP), which then delivered the car to Grelake, Texas, on 10 October 2008. Tank car UTLX 37605 was loaded with propylene at Whiting, Indiana, United States, on 22 September 2008. 1.3 UTLX 37605 movements and repairs (rrior to entering Canada) Traffic consists of about 15 freight trains per day with annual tonnage totaling approximately 34 million gross tons. The single main track is classified as Class 4 according to the Railway Track Safety Rules with a maximum authorized speed of 50 mph for freight trains. Train movements are governed by the Centralized Traffic Control System, in accordance with the Canadian Rail Operating Rules and are supervised by a CN rail traffic controller located in Toronto, Ontario. The grade at the location was negligible. Between Mile 237.19 and Mile 238.47, the track was tangent and oriented in an east-west direction with a 6510-foot-long siding adjacent to and south of the main track. The Redditt Subdivision extends from Sioux Lookout, Ontario (Mile 0.0), westward to Winnipeg, Manitoba (Mile 251.53). The failed stub sill assembly was forwarded to the TSB Laboratory for failure analysis. While accelerating slowly to a speed of 4 mph, an undesired emergency application of the train air brakes occurred and the train came to a stop at Mile 238.30 of the Redditt Subdivision near Dugald, Manitoba (see Figure 1).Ĭar UTLX 37605 was secured and isolated in a remote spur track awaiting product transfer. The crew consisted of a conductor and a locomotive engineer.Īt approximately 0330, the train was proceeding eastward preparing to meet with CN train Q-10131-12. The train consisted of 3 locomotives and 72 cars (65 loaded and 7 empties) it was 4825 feet long and weighed 8971 tons. ![]() On 14 January 2009, at 0203, Footnote 1 Canadian National (CN) Footnote 2 freight train M-30451-11 (the train) departed Winnipeg, Manitoba, destined for Toronto, Ontario. There was no release of product, no derailment, no track damage and no injuries.Ĭe rapport est également disponible en français. Subsequent inspection revealed that the train had separated and the A-end stub sill of dangerous goods tank car UTLX 37605, loaded with approximately 51 500 pounds of propylene (UN 1075), had severed and pulled out of the car. On 14 January 2009, at approximately 0330 Central Standard Time, Canadian National freight train M-30451-11 was proceeding eastward at 4 mph when it experienced an undesired emergency brake application and came to a stop at Mile 238.30 of the Redditt Subdivision near Dugald, Manitoba.
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