Got another dislike coming at you for the same reason. The music covers your dialogue and frankly it’s super annoying. Do everyone a favor and skip the crappy music.
I didn't know about this wreck. I passed by this yard on Amtrak's California Zephyr 10 years after this wreck happened. It's a clear case of negligence, luckily no one was killed. I like how you used the Runaway theme from Thomas the Tank Engine, it sounds very appropriate in this video.
I can't believe the runnaway cars got up to 40 mph before the collision. 1% grade is pretty steep but that seems a bit much in the short distance they actually traveled.
Thanks so much for getting the word out. I work on the railroad and this is a very unforgiving equipment. That’s why we need two men on the job they think less people is better. I feel it’s unsafe.
A similar incident happened in Kentucky in 2007 when some runaway freight cars rolled out of Winchester down the elk subdivision and almost made it to Irvine/Ravenna before colliding with a parked freight train
I don't get it. If the air brakes are disconnected, they should be hard on. Letting air into the pipes should put the brakes on, while a vacuum from the locomotive should be what lets the train roll.
oron61 Same thing happened in Commerce City,CA. Runaway cars on a 2% grade. Failed to set the hand brakes. It’s in the ntsb files. May be an explanation there.
@oron61, you're describing a vacuum brake. That's the way European train brakes (used to) work. North American air brakes release by pumping a lot of air *into* the system. A reduction in pressure (towards atmospheric pressure) applies the brakes, using air that was built up in the car's air reservoir when the brakes were released. The downside of the American system is that air slowly bleeds off from the reservoir, leaving an unattended car (after a couple of days max) with no air brakes at all. (You can also dump the air all at once, allowing switching without hooking up the air brakes.) That appears to have happened here. The upside of the American system is that you've got something like six atmospheres (~90 psi) of pressure to work with instead of one atmosphere, so your brake cylinders can be a *lot* smaller and still provide enough force to stop the train. North American railroad cars are really too heavy to stop with vacuum brakes, if the cylinders are going to be small enough to fit practically on the car.
I guess there's not a system where standard atmosphere (whether opposed to a vacuum or a high pressure) would have enough power to brake an American freight anything. I want to imagine a massive spring-loaded lever holding the brake pads against the wheels, which can only be lifted by forcing 90 lbs of air into it, but I don't know if that's even physically possible, let alone worth the cost. I guess a proper parked handbrake would involve inserting a set of set metal teeth into a cog around the wheel, but I'm probably wrong abput that too.
@@oron61 I've had similar thoughts myself about air brakes :-). I bet a lot of folks have. (Certainly the limitations of the system are clear enough.) But I'm nowhere near enough of an engineering genius (mechanical, not train) to figure out something that really beats the Westinghouse design we have now. As far as I'm aware, hand brakes on North American trains use the same brake shoes as the air brakes--the hand brakes are just a second way to apply the same brake shoes, using a ratchet and chain instead of the air system. (As always, I could be wrong.) I think the idea is that, once you have enough force on the brake shoes to stop the wheel rotating and make it slide on the rail, you're just not going to get any more braking action from a cog, and the brake shoes are already there for the air brakes.
Englewood yard in Houston saw a runaway train too, almost exactly the same...but it had more cars. Only difference. It happened shortly after the UP takeover of SP.
actually the beer in those takers would have been extra hearty. they brew stong batches in Golden and ship them to a plant in Jersey to water them down to concentration. Yes east coast coors light IS piss water.
There was a similar beer train runaway at the Cape Hill Brewery, Smethwick, England over a century ago, when the whole train landed in the local canal. I daresay the fish enjoyed the experience, but it must have made a lot of strong men weep!
Many years ago I saw the aftermath of a runaway car. It was parked at the intersection of the two lines that were operated by Puget Sound and Pacific. It was loaded with scrap and traveled about 5 miles, crashed through the gates of the naval ship yard. Right after it crashed the gate it partially derailed before taking out the corner of a building and completely destroying two vans and losing its trucks. I also watched the day they recovered it and hauled it off for repairs.
Let me just make a few small corrections: 1: Any kind of "light beer" is not actual beer. It's water that wants to be beer. 2: This is American beer we're talking about, so at best it's beer flavored water and thus will not be missed. Shame about the engines that got wrecked though.
Leave the small-time microbrews out of this. We got some pretty good beers that're made here in the States... I will agree that Budweiser is NOT one of them, though
When those wonder how air brakes work when ignorance on behalf of another switching crew up the tracks from BNSF's 31st yard let about three dozen tanker cars filled with specifically Coors light beer after switching at the beer maker's plant when ignorance on behalf of the switching crew allowed the tanker cars to collect air as the hand brakes weren't set as like the Lac Megantic disaster train crews had said they didn't set the hand brakes on nearly enough rail cars to prevent the train from rolling. While in BNSF's 31st yard the crew of BNSF 2505 and 1535 get an emergency radio message stating the runaway tanker cars were heading towards them when they bail out when a moment too soon the tanker cars slam into the locomotives doing over 40 MPH shearing the body off the frame of 2505 and damaging the long hood of 1535 as 2505 was to be scrapped on the spot and 1535 was moved to the locomotive shops before the damage from the collision was repaired and another long hood was found before 1535 had emerged from the locomotive shops wearing the H4 paint scheme.
my dad used 1532 in Eola Illinois...actually I rode with him in 1992 to Ottawa's silica sand....somewhere I have my dad, his engineer and brakeman in front of this engine...….I think just a year or 2 earlier It was rebuilt out of a SP GP35 to a BN GP28M.
@@RyansColoradoRailProductionswait, your correct.....some of the carbody came from retired GP35s....I used to have a rebuild roster list and description that was from the BN.....some of this stuff disappeared when my dad passed...im not much into railway history while other family is.....I just like model trains
Great video. Glad that nobody got hurt. Makes you wonder though what would have happened had those tank cars been full of something explosive or that produced a dangerous gas cloud.
I'm confused. The lack of air pressure released the brakes? I thought Westinghouse style air brakes required air to release them. Without air pressure they were set.
Yes you are correct. To apply the brakes you discharge from the system. To release the brakes you charge the system by sending the air back. I don't believe the videos creator understands what he is talking about. The cars would not collect air if the were not coupled to a locomotive. Were they cut off before being sufficiently charged to apply the emergency brakes? Perhaps.
@@rattacular12 That is exactly what was done. Read the actual FRA report. Several errors were made by the first switch crew. Fatigue is cited as a contributing cause, no where does the FRA report use the word negligence.
I'm going to ask a dumb question. I thought that if a locomotive is disconnected from a car, the air pressure in the brake lines drop to 0, and the brakes set. Similar to a tractor trailer. Obviously, I'm wrong or this accident would not have happened. So do railcars need air pressure to set their brakes?
There was a runaway tank car that ran from Buckeye Oil plant in Macungie PA and a tank car rolled 11 miles through a train yard and stopped in another yard in Bethlehem PA
My understanding is that air pressure releases the brakes on trains, lack of pressure applies them. It is a safety feature that has been in use for many years.
Modern air brakes detect change of air pressure in the train line and apply the brake shoes using air stored in the auxiliary reservoir on each car. The AuxRes is recharged from the train line. Repeated applications of the brake will eventually empty the AuxRes without an air supply to refill it. Over time the Aux Res will also leak pressure so that eventually the air brakes become ineffective. This is why applying the correct # of handbrakes on a rake of cars is essential to prevent runaways.
All comments pointing out my use of the Kahoot music have been deleted, and any future comments pointing out my use of the Kahoot music will be deleted and/or reported to RU-vid. Please refrain from posting negative comments because of my choice of music. Thank you.
Yeah I’ve gotten overwhelmed with the “Likely spam” system and a blue box message saying “You have comments awaiting your review” and it persists / doesn’t go away until you press “Review” and take action on all comments (approve or delete). That’s just BS in my opinion
I've lived in several Denver suburbs since I was two. I've never heard of this wreck! Also, when you said "tank cars" I feared they had oil... thankful it was beer, lol.
There's a glaring design error here. The cars should have vacuum brakes, not air brakes. With no loco connected the brakes would be applied due to no air in the system.
Usually, with most rail cars these days, they actually have spring mounted brakes. They must have air pressure in order for them to be released. Otherwise, you must manually release the brakes via the hand crank.
Exactly... that’s the way air brakes work, even on over the road trucks. The air releases the brakes, and if the line gets disconnected or punctured, the brakes apply.
Your wrong at least for north American railroad freight cars. Having spring brakes would increase the time required for swithing drastically. In N.A railroad brakes work this way. The locomotive pumps up the brakeline to 90 pi or more. This fills 2 air tanks on each car to the set brakepipe pressure. Tomake a service application the brakepipe pressure is reduced by the engineer causing the brake valves on each car to release air into the brake cylinders until the pressure in the service reservoir equals the brakepipe pressure, applying the brakes. To release the brakes the engineer restores the brakepipe back to full pressure. This causes the brake valve to release the air in the brake cylinder and begin recharging the service reservoir back to full brakepipe pressure. All of this takes time, unlike automotive hydraulic brakes, during which any brake application made until the service reservoir is fully recharged will result in reduced braking effort. A switching job involving a cut of cars of any length would rapidly run the locomotives out of air and would then require them to just sit there until they can get everything pumped back up. An emergency brake application applies the full pressure contained in both the service and emergency reservoirs to the brake cylinder resulting in maximum brake effort. The only springs involved in the brake system of rail freight cars are the ones inside the brake valve and the one inside the brake cylinder that causes the piston to retract back into the released position
I've been told by a car inspector that an increase in air pressure of around 3 to 4 psi (of course it only happens when its warm outside) can initiate a release of the brakes, but both angle cocks would have to be closed as well. Air won't increase if one end is open. But, yeah I'd say they were flat switching without air. No way in hell an entire cut of cars would have ineffective brakes when left in emergency
You need to find the video of the covered grain hopper runaway out of Grainton, Nebraska that crashed into 2 parked engines outside of Wallace, Nebraska sometime around 2010. There used to be a video of the car actually crashing into the engines and grain flying everywhere, taken from the perspective of the grain loaders that tried to run the car down but were unsuccessful. Not sure if they totaled those engines or not, but they did not look too good.
Yes they should have tied handbrakes, however when crews uncouple they give set cut out power and pull away, resulting in dynamiting (emergency) the cars causing max pressure to apply. So ither they drug those cars in without air or they had faulty valves. There is more to the story here somewhere.
patrick wines old boy bottled the air. Got his job back Destroyed a Z train he was making up and strung it out across the Utah Junction. Up was most displeased with our operation 😂
All modern railcars are equipped with Westinghouse brakes, you don't need a locomotive to set those brakes, you only have to open a cutoff valve, bleed the air of that train of tank cars, and then the brakes are fully set. He could have opened one valve and none of this would have happened.
Whatever you were smoking must be some real good stuff lol. The kahoot music is really catchy too me so yea I like the music in general as it sounds good.
Ryan’s Colorado Rail Productions that’s cool I used to play kahoot in my classes and the whole class would get all excited like they were winning a huge prize
@@RyansColoradoRailProductions You can find them here. facebook.com/BigDavePhotography/photos/?tab=album&album_id=2863075277101254 There is not a lot of them. I think I had half a roll of film and didn't take any more with me. I was going to link them on that video but you closed the comments.
Back in 2007 There was irvine train wreck a crew took care of 4 cars the Trains were CSX 151 CSX 403 CSX 151 Was scrapped and csx 403 was repaired and repainted JAN 15 2007
Probable Cause & Contributing Factors The switchman helper used improper connection of train line air connections (bottling the air, H008) and the crew failed to apply the derail in the derailing position (H303) are also contributing factors. The FRA found that the accident occurred because the crew of Train No.1 failed to secure the equipment prior to cutting away from cars (H021). The FAST analysis indicates fatigue was a factor for all of the employees involved with this accident and is the primary contributing factor (employee’s physical condition, H199).
I'm confused; I thought if the air pressure was removed, the brake shoes were applied by springs. That's the whole idea behind air brakes and why they are supposed to be so safe. So with no locomotive, there's no air, so brakes are ON, right? How was that prevented or changed?
Was there another older incident like this? I lived in that area in the early 80's and at the time didn't bother much to read or watch news, too full of my own self to care (heh) but I remember one day a tremendous BOOM! came from the direction of the yard, and it actually made the ground shake and the windows buzz in the house. I remember people coming outside, same as I did, wondering what it was and looking all around for some tell-tale smoke or something...but we saw nothing. I heard later something about it being a collision in the yard.
I guess I don't understand why train airbrakes don't have a spring-driven backup like we have on tractor-trailers for our airbrakes, as well as a mechanism to automatically fire said spring brakes if the air system depletes too thoroughly. Larger combinations like that have so much more destructive power in the event of crew or mechanical failure; it doesn't make sense for there not to be redundant backups
I thought since the 1889 Armagh disaster that all train brakes were designed so the air/vacuum pressure was needed to release the brakes, with their default position being on (sprung loaded)? I thought it was intended to avoid exactly this kind of crash?
Oliver Keating, you are correct, but the bottles must be charged with air in order for this to work. The only way to get air is from a locomotive, which these tankers lacked.
Someone help me out here. All of the train cars that I have worked with needed air pressure to unlock the breaks...unless you were bottling air (against rules everywhere, probably against the law too), the car needed sufficient air pressure to allow it to roll. Did I miss something?
A train wreck where alcohol was definitely a factor ... but not in the usual sense. I'm happy to learn no one was hurt. Equipment can be repaired or replaced, people can't be.
Maybe someone can explain something for me. Why don't they have the air brake system like we have on trucks? If our air lines between truck and trailer are removed or the air pressure in the tanks on truck or trailer drops too low the parking brakes are automatically applied. How come on trains it's the opposite? Wouldn't it be safer to have the air brakes only release when the system is pressurized?
I've never worked on trains so I'm no expert, but I always thought that air brakes are on by default? Meaning, with nothing to pressurize them they will stay fully engaged until released, this isn't true?
Basic RR question: I was under the impression that modern "air brakes" depended on positive air pressure (from an engine) to "release" train car air brakes. Without an engine to provide this positive pressure, shouldn't these cars' brakes have been automatically "locked " when they were disconnected, thereby avoiding such a calamity?
what you said is true, an increase in air pressure in the train line releases the brakes, a reduction of air in the train line applies the brakes... but the air can slowly bleed off over time, gradually releasing the brakes... that's why the rulebook says to apply "a sufficient number of handbrakes" to cars that are not attached to the engine
here is a VERY, VERY detailed safety video by union pacific talking about the air brake system ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-oXv1ThtrV_0.html
