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At about the same time, the Super Continental was stopped at Hinton. It departed five minutes late on the single track. At 8:29 am, as the Super Continental approached the start of the double track section, the dispatcher from the CTC lined the dual-control switch at Dalehurst to the south track. This set the absolute ...
The crash investigation found that the freight train was traveling at 59 mph as it passed the approach signal—9 mph over the 50 mph speed limit. No attempt was made by the crew of the freight train to slow down before or after passing the approach signal.
The freight train proceeded past the Dalehurst control point, running through the switch and into the section of single track. At 8:40 am, approximately 18 seconds after the lead locomotive of the freight train entered the single section, it collided head on with the oncoming Super Continental.
Both lead locomotives were destroyed killing their crews. The front cars and freight wagons derailed. Diesel fuel from the locomotives ignited, engulfing them, the baggage car, and the day coach in flames; 18 of the day coach's 36 occupants died. Due to momentum, the cars on the freight train piled up on each other res...
On the passenger train, one coach was crushed by a freight car after it was thrown into the air by the force of the collision, killing one of its occupants. In the dome car, others were able to escape either through a window in the dome that had been broken by passengers, or through the hole left by the freight car. ...
After the rear of the freight train came to a halt, Conductor Smith, still in the caboose, attempted to contact the front of the train before contacting emergency services after seeing the fire.
The Canadian government set up a Commission of Inquiry to investigate the crash. It was led by Justice René P. Foisy, Court of Queen's Bench of Alberta. The inquiry lasted 56 days of public hearings and received evidence from 150 parties. The Foisy Commission published its full report on 22 January 1987.
The inquiry concluded that no one individual was to blame, instead it condemned what Foisy described as a "railroader culture" that prized loyalty and productivity at the expense of safety. As an example of lax attitudes to safety, Foisy noted that engineering crews that took over trains at Edson did so "on the fly". ...
The report highlighted that there was no evidence that either train made any attempt to brake prior to the collision. Analysis of the line showed both trains would have only been visible to each other for the final 19 seconds before the collision. No conclusive reason could be found for the failure of the passenger tra...
The serious nature of Hudson's medical condition...raises a strong possibility that it was a factor contributing to the collision of February 8...The Commission therefore concludes that engineer Hudson's medical condition possibly contributed to his failure to control Train 413. The Commission also concludes that there...
Another frequently ignored safety regulation mentioned in the report was the "deadman's pedal", which a locomotive engineer had to keep depressed for the train to remain underway. Were he to fall asleep or pass out, his foot would slip from the pedal, triggering an alarm and engaging the train's brakes automatically a...
The report also noted that although the front-end and rear-end crews should have been in regular communication, that did not appear to be the case in this accident. As the freight train reached Hargwen, Engineer Hudson radioed back to Conductor Smith that the signals were green, a communication that was heard by a fol...
Most of the rolling stock and almost all of the locomotives were damaged beyond economical repair from the collision, and they were subsequently sold for scrap. Only the inoperable Via Rail unit, PF9ARM 6300, was repaired after the collision. It returned to service following a rebuild with an entire new cab from a Kans...
The disaster was featured in "Head-on Collision", a Season 3 Crash Scene Investigation episode of the Canadian TV series Mayday For broadcasters that do not use the series name Mayday, this is one of three Season 3 episodes labelled as Crash Scene Investigation spin-offs, examining marine or rail disasters.
The Jeannette's Creek train wreck, also known as the Baptiste Creek train wreck, was a fatal railroad accident that occurred on October 27, 1854, at Baptiste Creek near present-day Jeannettes Creek in Chatham-Kent, Ontario. It was Canada's first major train wreck, leaving 52 people dead and indeed the worst rail disast...
The train involved left Niagara Falls the previous afternoon; it comprised eight cars altogether; four first-class, two second-class and two baggage cars. As was commonplace during that early time of rail travel it was subject to several delays; these were caused by dense fog, a derailed gravel-train, a burst cylinder ...
At Baptiste Creek, a gravel train consisting of fifteen cars loaded with wet gravel was on a siding employed in repairing the trackbed. Its engineer had been told by the night watchman at Baptiste Creek station that it was safe to venture onto the mainline as the passenger train had already passed; at 5 a.m. as the tra...
The collision was described as "absolutely dreadful", the second-class cars were described as being "smashed into bits and pieces" with "nearly every person of them killed or dreadfully injured". The people in the front of one of the first class cars suffered a similar fate.
Witnesses described several of the bodies, which included eleven women and ten children, as being "crushed out of all human shape". Some six hours later, many of the bodies still had to be recovered. The second-class cars carried many German emigrants on their way to start a new life in the United States. The 48 injur...
A grand jury found that Twitchell, conductor of the gravel train and Kettlewell, engineer of the train were criminally responsible for the death of 52 persons and they were charged with manslaughter. According to the jury, the gravel train had entered onto the track in contravention of the rules of the Great Western, a...
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The Ponton train derailment, near Ponton, Manitoba on September 15, 2018, fatally injured train conductor Kevin Anderson, injured the train's engineer, and triggered a spill of diesel fuel.
The train was pulled by 3 locomotives, and contained "several dozen" tanker cars, loaded with "liquid petroleum". Initially Arctic Gateway Group reported that no oil had been spilled. On September 19 Global News described the train's cargo in greater detail, stating it included gasoline, liquid propane gas and butane...
The train was crossing the Metishto River, when it derailed. Accounts differ as to when the train derailed. Global reports the train derailed at 6:45 pm. CBC reports the train derailed around 3:45 am. First responders arrived around 5:45. Anderson's autopsy stated Anderson died from blood loss, and his wounds were ...
By September 20 several news sources reported an investigator from the Transportation Safety Board attributed the derailment to the work of beavers.
The St-Hilaire train disaster occurred on June 29, 1864, near the present-day town of Mont-Saint-Hilaire, Quebec. A passenger train fell through an open swing bridge into the Richelieu River after the crew failed to obey a stop signal. The widely accepted death toll is 99 people.
The disaster remains the worst railway accident in Canadian history.
During the 19th century, the Richelieu River served as an important waterway for trade between New York City and Montreal. Tourism also developed in the area greatly due to the steamboats that travelled up and down the river. The Belœil Bridge was built as a swing bridge so that the railway would not interrupt the ship...
On June 29, 1864, a Grand Trunk train carrying between 354 and 475 passengers, many of them German and Polish immigrants, was travelling from Quebec City to Montreal.
The passengers had arrived in a ship from Hamburg, Germany, the previous day. Specialized immigration cars, Colonist cars, had not yet been developed for North American immigration, so the passengers were crammed into nine crudely converted box cars and one old passenger car.
At around 1:20 a.m. local time the train was approaching the Belœil Bridge. The swing bridge had been opened to allow the passage of five barges and a steamer ship. A red light 1.6 km ahead of the bridge signalled to the train that the crossing was open and it needed to slow. However, the light was not acknowledged by...
At 1:20 a.m. the train came onto the bridge and fell through the open gap. The engine and eleven coaches fell one after another on top of each other, crushing a barge underneath. The train and barge sank into an area of the river with a depth of 3 metres . The crash killed 99 people aboard and approximately 100 more we...
Survivors were rescued by the crews of the steamer and barges, who in some cases had to chop open the sides of the sinking boxcars. The Grand Trunk Railway sent large numbers of men to assist the recovery and relief efforts the following day. The rescue effort was supported by members of the German Society of Montreal,...
The Grand Trunk Railway tried to blame the disaster on the conductor and engineer for failing to obey the standing order to stop before crossing the bridge. The engineer, who had only recently been hired, claimed that he was not familiar with the route and that he did not see the signal. He also claimed that the signal...
On October 5, 1864, a grand jury placed full responsibility for the disaster on the Grand Trunk Railway for negligence in failing to ensure all trains stopped before crossing the bridge as required by statute: "…the Grand Jury consider it their duty to reiterate their solemn conviction that the Grand Trunk Railway Comp...
Coordinates: .mw-parser-output .geo-default,.mw-parser-output .geo-dms,.mw-parser-output .geo-dec{display:inline}.mw-parser-output .geo-nondefault,.mw-parser-output .geo-multi-punct{display:none}.mw-parser-output .longitude,.mw-parser-output .latitude{white-space:nowrap}45°32′53″N 73°12′36″W / 45.54806°N 73.21000°W ...
The 2006 Mumbai train bombings were a series of seven bomb blasts on 11 July. They took place over a period of 11 minutes on the Suburban Railway in Mumbai, the capital of the Indian state of Maharashtra and the nation's financial capital. The bombs were set off in pressure cookers on trains plying on the Western Line ...
Pressure cooker bombs were placed on trains on the Western Line of the suburban train network, which forms the backbone of the city's transport network. Pressure cookers were used in this bombing and other recent explosions to increase the afterburn in a thermobaric reaction, more powerful than conventional high explo...
The bomb attacks in Mumbai came hours after a series of grenade attacks in Srinagar, the largest city of Indian UT of Jammu and Kashmir. Home Secretary V K Duggal said there was no link between the Srinagar and Mumbai bomb blasts.
Maharashtra Deputy Chief Minister R. R. Patil confirmed that a total of 200 people were killed and another 714 others have been injured. Additionally, various news organisations have reported that at least 200 people have died and that more than 700 others have been injured. A week after the blasts in Mumbai the confir...
A state of high alert was declared in India's major cities. Both the airports in Mumbai were placed on high alert. The western line of the Mumbai Suburban Railway network was at first shut down, although some trains resumed service later, and stringent security arrangements, including frisking and searching of commuter...
The Prime Minister also held a security meeting at his residence attended by Home Minister Shivraj Patil, National Security Advisor M K Narayanan, and Home Secretary V K Duggal.
Western Railway services were restored on 11 July by 10.45 pm. As a show of investor confidence, the Bombay Stock Exchange rebounded, starting the day with the BSE Sensex Index up by nearly 1% in morning trade. Foreign investors also retained confidence, with the Sensex up almost 3% at 10,930.09 at the end of the day's...
However a study commissioned by former MP Kirit Somaiya noted that only 174 of the 1,077 victims had received compensation through the Railway Claims Tribunal. For the handicapped victims, only 15 out of 235 eligible cases had been taken care of. Regarding the Prime Minister's promise to India concerning the rehabilita...
Due to the mobile phone networks being jammed, news channels ran tickertapes with information of injured individuals as well as SMS messages from those who wished to contact their families. Reports indicated that at around 18:00 UTC on 11 July , the phone networks were restoring service; telephone service was completel...
Mumbai Help, a blog run by around thirty bloggers, was a useful source of information, especially for those outside India.
Some 350 people were detained 36 hours after the incident in Maharashtra — police claim that these are people rounded up for investigations. On 14 July, Lashkar-e-Qahhar, a terrorist organisation Front linked to Lashkar-e-Taiba , claimed responsibility for the bombings. In an e-mail to an Indian TV channel, the outfit ...
Initially, religious extremists from the Lashkar-e-Taiba and the banned Students Islamic Movement of India terrorist groups, and Pakistan's intelligence agency ISI were the prime suspects. Both Lashkar and SIMI denied responsibility for the bombings. There was also evidence about the involvement of the international Is...
On 30 September 2006, CNN reported that "The Indian government accused Pakistan's military spy agency, the Inter-Services Intelligence, of planning 11 July Mumbai train bombings that killed 209 people".
The New York City Police Department was intensely concerned about the attacks, citing their simplicity and lethality. To address these worries, the department deployed Brandon del Pozo, a Jordanian-based intelligence officer, to Mumbai to collect information on the attacks and report on ways they reflected similar vuln...