The engineer who was at the controls when an Amtrak train derailed in Philadelphia on Tuesday, killing seven people, does not remember what happened when the speeding train slammed into a curve and jumped off the tracks, his attorney said in an interview Wednesday.
“He remembers driving the train, he remembers going to that area generally, has absolutely no recollection of the incident or anything unusual,” attorney Robert Goggin, who said he represents Amtrak engineer Brandon Bostian, 32, of Forest Hills, Queens, told ABC’s “Nightline.”
“The next thing he recalls is being thrown around, coming to, finding his bag, getting his cell phone and dialing 911,” Goggin told the news program. Goggin said Bostian was injured in the crash and had 14 staples placed in his head and suffered a knee injury. “What he looked was exhausted,” Goggin told ABC.
Bostian was released from the hospital Wednesday. Philadelphia police said Wednesday night that he had been interviewed and had given a blood sample. Goggin said he also turned over his cell phone.
The train was traveling at 106 mph as it entered a curve where the speed limit is just 50 mph, Robert Sumwalt, a member of the National Transportation Safety Board, said Wednesday. The entire train — a locomotive and seven passenger cars — derailed immediately, he said. There were approximately 243 people on board.
The crash could very likely have been prevented. The Associated Press reports via Minneapolis Star Tribune: Long-sought safety technology might have prevented deadly Amtrak crash in Philadelphia.
Seven years ago, Congress gave Amtrak and freight and commuter railroads until the end of this year to install the technology, called positive train control, on their trains and tracks. But few, if any, railroads are expected to meet the deadline. Now lawmakers are proposing to give railroads another five to seven years to get the task done.
The technology uses GPS, wireless radio and computers to monitor train position. It can automatically brake to prevent derailments due to excessive speed, collisions with other trains, trains entering track where maintenance is being done or going the wrong way because of a switching mistake. It’s all aimed at preventing human error, which is responsible for about 40 percent of train accidents.
A preliminary review of the Amtrak train’s event data recorder, or “black box,” shows it was traveling at 106 mph in an 80 mph zone just before it entered a curve where the speed limit is 50 mph, National Transportation Safety Board member Robert Sumwalt said Wednesday. The train’s engineer applied maximum braking power seconds before the crash, but it was too late.
“We feel that had such a system been installed in this section of track, this accident would not have occurred,” Sumwalt told reporters….
Not counting Tuesday’s derailment, the NTSB has investigated 29 passenger and freight train accidents that officials say could have been prevented by positive train control since 2004. Sixty-eight people died and more than 1,100 were injured in those crashes. The board has been urging installation of the technology, or its precursors, for 45 years.
You read that right. The technology has been available in some form for 45 years and still hasn’t been installed! Why? You guessed it, I’m sure. It’s incredibly expensive, and Congress doesn’t want to use taxpayer money to help pay for it. In fact, a bill was has been approved by the Senate transportation committee that would give the railroads until 2020 to finish the installation.
At least three of the bill’s key sponsors — Sens. John Thune, R-S.D., Roy Blunt, R-Mo., and Claire McCaskill, D-Mo. — have each received more than $100,000 in contributions to their campaigns and political committees from the rail industry over the course of their careers in Congress, according to the political money-tracking website OpenSecrets.org.
The three senators said in statements or through their aides that reports by government agencies show railroads need more time. One of the hurdles is getting all the railroads to agree on systems that will work on everyone’s tracks despite differing policies and operations. Such interoperability is necessary because freight railroads frequently operate on each other’s tracks. Commuter railroads and Amtrak also often operate on freight rail tracks.
Amtrak has been one of the more aggressive railroads in installing the technology. Three years ago, Amtrak announced it expected to finish installing positive train control throughout its busy Northeast Corridor by the end of 2012. While positive train control is in operation in much of the corridor between New York and Boston and on some other Amtrak lines in the Midwest, other portions still lack the technology.
How did the Republican Congress respond to a terrible train crash that killed at least 7 people and injured 200? The House wants to cut funding for Amtrak.
Politico: House panel votes to cut Amtrak budget hours after deadly crash.
House Republicans voted Wednesday to chop about a fifth of Amtrak’s budget, less than a day after a deadly train crash that Democrats pointed to as a prime example of the dangers of shortchanging the nation’s transportation needs.
They also rebuffed Democrats’ attempts to provide money for an advanced speed-control technology that federal investigators later said would have prevented the crash.
“Based on what we know right now, we feel that had such a system been installed in this section of track, this accident would not have occurred,” National Transportation Safety Board member Robert Sumwalt told reporters Wednesday evening. Sumwalt, who is leading the crash probe, spoke hours after the House Appropriations Committee voted down a Democratic amendment that would have offered $825 million for the technology known as positive train control.
The amendment was part of hours of action on a GOP-backed $55 billion transportation and housing bill that Democrats attacked as an example of badly misplaced priorities. New York Rep. Steve Israel directly tied the crash to Congress’ spending decisions, saying people expect lawmakers to look out for their safety — and “last night, we failed them.”
“It’s not just our trains,” Israel said during a contentious markup Wednesday, which occurred as the wreckage from the seven-fatality derailment in Philadelphia was dominating the news channels. “It is our bridges that are failing. It is our highways that are congested and riddled with potholes. It is our runways, our airports. … We are divesting from America.”
Republicans said the cuts are necessary to stay under the spending caps that President Barack Obama and Congress agreed to four years ago.
Imagine if Republicans didn’t block all efforts to improve the country’s infrastructure? Former PA Gov. Ed Rendell had a few choice words for the House Republicans.
Talking Points Memo: Rendell Blasts GOP ‘SOBs’ Who Didn’t Have ‘Decency’ To Delay Amtrak Vote.
“Here, less than 12 hours after seven people died, these SOBs, and that’s all I can call them, these SOBs didn’t even have the decency to table the vote,” he said.
Hayes, who said he was playing devil’s advocate, pressed Rendell, asking why the accident should influence a vote on the budget.
Rendell said that Republicans’ “policy is terrible.”
“This country used to have the world’s best infrastructure,” he continued.
Rendell then recalled testifying about transportation funding in Congress while he was governor of Pennsylvania.
“Senator Shelby said, ‘Well governor, you’re asking us to subsidize Amtrak.’ I said, ‘Senator, there isn’t a rail system in the world that isn’t subsidized,'” Rendell said. “What are these guys smoking?”
John Cassidy argues at the The New Yorker: After the Amtrak Crash, It’s Time to Get Serious About Transportation Infrastructure.
We don’t know yet what caused Tuesday night’s train derailment in Philadelphia, which killed at least seven people and injured scores more. On Wednesday, the National Transportation Safety Board said that the train was travelling at more than a hundred miles an hour, on a sharp turn where the speed limit was just fifty miles an hour. But even if human error was responsible for what happened, the crash also highlights the fact that some stretches of the track that Amtrak uses are unsuitable for high-speed travel, and they are also not equipped with the modern technology necessary to enable automatic override systems, which can slow down speeding trains. (According to Reuters and the Times, the train that derailed did have an automatic safety system installed, but it didn’t work on the track where the derailment took place.)
One thing we do know for sure is that, for decades now, the United States has been allowing its public infrastructure to decay. In 2013, the American Society of Civil Engineers issued a report saying that it would take roughly $3.6 trillion worth of repairs and retrofitting merely to return the nation’s roads, railways, and airports to a safe and durable state. For example, about one in nine bridges in the U.S. were structurally deficient, according to the Federal Highway Administration.
And that’s just transportation infrastructure. Many of America’s schools, sewage systems, and parks could do with an upgrade, too. A couple of years ago, a survey by the World Economic Forum ranked the United States twenty-fifth globally in overall quality of infrastructure, behind such nations as Spain, Oman, and South Korea. That’s hardly surprising. In my neighborhood in Brooklyn, where townhouses are now selling for millions of dollars, the sewers, which were built more than a century ago, sometimes back up after a heavy rainstorm.
It’s no mystery why much of our public infrastructure is overloaded and crumbling. America is a growing country, and investment in infrastructure has failed to keep up with expanding needs. According to the Congressional Budget Office, in the nineteen-fifties and sixties we spent close to five per cent of G.D.P. on new transport and water projects, and on maintaining existing systems. European nations still spend about that much today, while China and other rapidly developing Asian countries spend close to twice as much. In the United States, however, spending on infrastructure is only about half of what it used to be, relative to G.D.P.
This situation is a direct product of politics. As entitlement spending has grown and pressure to cut the federal budget has increased, infrastructure spending has been tightened. The squeeze was relaxed for a few years as a result of President Obama’s stimulus program, but it’s now back in effect. Take the federal Highway Trust Fund, which historically has paid for about a third of public-transportation projects around the country. It is almost always operating in the red, largely because the gasoline tax that finances the fund hasn’t been raised since 1993. Over the next ten years, it is facing a financial shortfall of about a hundred and seventy billion dollars, according to the Congressional Budget Office, but Republicans in Congress are blocking efforts to raise more revenues.
I’m not sure why Cassidy threw in the part about “entitlement spending.” He’s a Brit. Does he know that Social Security is not part of the Federal budget? If the government spent money on infrastructure, it would create jobs and more people would be paying income taxes as well as paying into Social Security and Medicare. Increasing the cap on Social Security taxes so that wealthier people paid their fair share would help too.
But I digress. He’s right that we should be improving our infrastructure. Other countries manage to build and support fantastic high-speed trains.
We’re all feeling discouraged by what Republicans have done and are trying to do to our country. But we can’t allow them to achieve their destructive goals. Let’s make every effort to elect a Democratic president and Democratic Congress next year. Don’t let the bastards get you down!
So . . . what stories are you following today? Please share your thoughts and links on any topic in the comment thread and enjoy your Thursday.
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