Nope.

The camera is one of two at the junction installed by Virtual Railfan, a web-streaming website with trackside cameras at many "railfan" locations nationwide.

If the camera were on the excavator, it would have jolted, and maybe fallen down, when the collision occurred. That didn't happen.

The video remained on VR's feed long enough for multiple people to download and save it, before both cameras at Leaman Place were remotely switched off by VR and the video removed from their website as soon as they became aware of the incident.

Well, regardless of who’s at fault, I think it’s very safe to say this is going to have some not insignificant consequences for Strasburg.

I’ve seen the clips shuffle around in non railfan circles, places I would never expect there to be any discussions about tourist railroad operations. I can’t say this with ultimate certainty, but I would have to think that this is going to deter at least a portion of people from coming or going back, with them knowing that this could’ve been really, really bad. I haven’t seen any news articles on it yet, but I have to imagine we’ll see a couple.

Within the industry? It’s at least a black eye on them for the time being, more than just a dent on their reputation, even if they are one of the most well respected operations.

Would it be wrong to say this is the most significant incident regarding damage of a steam locomotive since Gettysburg?

Yes, I would say it is wrong to say that. Off the top of my head, the Nevada Northern incident where a runaway flatcar impacted a passenger train and caused severe damage to #93 would be more significant. That took 3 years to repair. I'm sure there are others as well.

This was a slow speed collision, no injuries, passengers were not involved. In the grand scheme of things, this is typical accident, mostly likely caused by some sort of human error, that happens on a regular basis. We already have plenty of rules in place to prevent this, but it still happens once in a while.

I doubt any major changes will come from it. Don't see them mandating that Strasburg install PTC for example. Not sure what else can be done to prevent people from screwing up occasionally.

https://nnry.com/pages/93roster.php

oops missed the camera detail my bad, the little things will get you. I've said it as I ordered up a $600/hr crane.... it's all fun and games till the BIG crane shows up. No one got hurt which is a blessing. Unfortunately, I've seen outcomes were people died on the railroad because people didn't follow the rules, and some detail was missed.

I should’ve clarified, in terms of operator error is what I meant. 93’s accident wasn’t the fault of the people in charge of running her or maintaining her. Nor was Cumbres and Toltec 484’s accident in 1999 on a flanger train.

If you talk damage of a steam locomotive dont forget the Southern Pacific #18 suffers shattered piston on the Durango and Silverton in 2019

Or incident like UP844 struck and killed a pedestrian in Henderson, Colorado in 2018

I find it funny how Virtual Railfan removed the whole thing and have been taking down videos getting re-posted on YouTube.
The only way 844 was damaged then was maybe a smear to wipe off the pilot.

The buck stops with the engineer on this, clearly the switch target was properly working, and even if it wasn't, they obviously didn't check the switch points. The engineer seemed to not notice and had very slow reaction time to take corrective action. He absolutely had the distance and time to stop if he had noticed the points/target. I'm sure 99% of the time whoever that engineer is, he's great etc, but in this moment he failed and the world sees the result. Again very lucky no one was injured.

Complacency absolutely can be an issue with anyone, and I fully understand the MOW stuff isn't normally there, switch is always set to main line etc. but that is no excuse for the crew not paying better attention.

What if it had been a much worse ROW issue that they didn't pay attention to? What if they had somehow ran through a misaligned switch into the back of a loaded passenger train..?

the engineer should always be more focused on operating than waving, I'm not sure how this is even a discussion.

Well, that sure is a shame.

Very Glad nobody was injured.

Old "rule books" I have read oftentimes have a list of unprotected/non-signaled switches and the position they are to be left in once a crew is done using them.

That does not override the operating crews responsibilities under restricted speed, but if followed correctly adds a second layer of protection against trains entering an unintended track.

Possibly the persons using that switch to park the construction equipment where not trained in or under the authority of the RR operating book of rules ? Or a list of "expected positions for switches after use" was missing from the book of rules ?

My Pop ran into a situation running a Amtrak Niagara Falls to NYC train where the "rail train" had deposited some CWR rail "alongside" the track for an upcoming rail upgrade. Normal occurrence, except the operators of this rail train thought nothing of letting the CWR cross over the operating rails from the outside of the double track to in between the two tracks.

Luckily the signal system saw the shorted rails and dropped a STOP signal (MAS in the area was 79 mph, hitting CWR across the tracks at MAS would have been a very bad day). Dad called the dispatcher and said; "I've got a STOP signal here, the track is blocked", Dispatcher said; "Go ahead, you have authority to proceed past that STOP signal", Dad said; "I don't think you understand...."

Amtrak was a few hours late that day waiting on a contractor to come out and torch the CWR and pull it out of the way with a bulldozer.

Glad nobody was hurt, hope repairs can be done quickly.

Kevin.

So let me get this straight. We all ogle photographs of old train wrecks with no cynicism in mind, but when a wreck happens in the modern day all the armchair experts have something to say? 99% of the comments I've seen from here and other places are from idiots who have never worked a railroad or pretend they run one. No, the boiler 'did not almost explode'. No, the engine was not unsafe because of how easily the smoke box got damaged. No one 'was almost killed'. Why people feel the need to spout ridiculous hypotheticals to add gravitas is beyond me.

It was a low-speed crash due to a compound of human error from multiple parties. That is a factor even with the most qualified of engineers on any piece of equipment at any railroad. No one cares if you've been railroading since before you were born until after you died without an accident. Just means you got lucky or you're lying.

No one was hurt, no one was killed, so nothing of value was lost. The only thing lost here is a sense complacency.

"Everybody is a hero in somebody else's situation."

“ Possibly the persons using that switch to park the construction equipment where not trained in or under the authority of the RR operating book of rules ? Or a list of "expected positions for switches after use" was missing from the book of rules ?”

The blame falls 100% on the engine crew.

Exactly, thanks.

"I don't think restricted speed comes into play though. Why not? Because it would appear that the speed was within the range of being able to stop in 1/2 the distance. If that is correct, then the speed wasn't a factor."

The speed stated in any operating rule book in the application of "Restricted Speed" is a maximum allowable speed under the conditions. It has nothing whatsoever to do with the intent of the rule. Being able to STOP within half the range of vision, short of various obstructions or track conditions is the real crux of the rule. The movement did not stop short of the excavator, therefore the speed was excessive for the conditions. Every rules examiner I ever was in a class with made this perfectly clear. Speed is not the important part of the rule. Being able to stop "short of" is. And, yes, I have held investigations for Restricted Speed violations and never lost one.

One question that I cannot determine the answer to from the videos... Is the excavator fitted with hy-rail equipment/capabilities?


Don C.

Yes, Restricted Speed is being able to stop within 1/2 of your vision of any obstruction ahead.

If you are on a table top flat terrain with perfectly clear weather and nothing but single straight track ahead of you and having perfect vision then "restricted speed" could be 50 mph.

If you are moving in a cramped yard area with numerous sidings, switches etc. then "restricted speed" might be 2 mph.

I do not know all of the particular details of the operating rules of this railroad, but if they had a "rule" stating that the switch in question is supposed to be closed (set for the through route) EXCEPT when in use then the persons operating this train should have expected a through route unless they where using the switch.