Furthermore, applying the locomotive's brakes disabled the train's dead man's switch, which would otherwise have applied the train brakes and cut the engine power. But, as is normal for intra-yard movements, the air brakes of the train were disconnected from the locomotive and thus were not functional.
During mainline operation, he would also have applied the automatic air brake, which would set the brakes in each of the train's cars. īefore leaving the cab, the engineer applied the locomotive's independent air brake.
He decided to climb down from the train, correctly align the switch, and reboard the locomotive. The engineer noticed a misaligned switch and concluded that his train, although moving slowly, would not be able to stop short of it. The string consisted of 47 freight cars 25 of them were empty, but 22 of them were fully loaded, including two tank cars containing thousands of gallons of molten phenol, a toxic ingredient used in paints, glues, and dyes that is harmful when inhaled, ingested, or coming into contact with the skin. On May 15, 2001, a CSX locomotive engineer was using Locomotive #8888 to move a string of freight cars from track K12 to track D10 for departure on another train at Stanley Yard in Walbridge, Ohio, CSX's primary classification yard for Toledo. EMD SD40-2 controls show how one can mistake power and dynamic brake settings.
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