Topeka Runaway Disaster: Difference between revisions
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Initially, the transition went quite smoothly, and the three new EMD GP40FH-2s effectively pulled the Thundering lapis for a good 6 years without encountering any significant issues. Be that as it may, in 1994, a critical oversight would occur during a routine inspection on locomotive #1. | Initially, the transition went quite smoothly, and the three new EMD GP40FH-2s effectively pulled the Thundering lapis for a good 6 years without encountering any significant issues. Be that as it may, in 1994, a critical oversight would occur during a routine inspection on locomotive #1. | ||
Due to an inadequate inspection, the maintenance crew responsible for locomotive #1 would fail to identify a corrosion problem on the locomotive’s {{wp|Westinghouse | Due to an inadequate inspection, the maintenance crew responsible for locomotive #1 would fail to identify a corrosion problem on the locomotive’s {{wp|Westinghouse Air Brake Company|Westinghouse}} 26 brake line. This corrosion, which had likely developed over time due to humidity and exposure to corrosive agents, would go unnoticed. | ||
The brake line on a locomotive plays a key position in the pneumatic braking system of a locomotive. Any corrosion or damage to this line can compromise the braking system, which can lead to braking deficiencies or even a complete brake failure. | The brake line on a locomotive plays a key position in the pneumatic braking system of a locomotive. Any corrosion or damage to this line can compromise the braking system, which can lead to braking deficiencies or even a complete brake failure. | ||
Revision as of 20:55, 1 March 2024
 | This article is incomplete, as it is a part of a work-in-progress series of articles covering the fictional railroad CGTR and related topics. This article is being worked on by user SwedishTurtles, and may be temporarily missing information. Please comment on this article's talk page to share your input, comments and questions. Note: To contribute to this article, you may need to seek help from the author(s) of this page. |
| Topeka Runaway Disaster | |
|---|---|
| Details | |
| Date | 27 November 1994 4:45 AM |
| Location | Topeka, Kansas |
| Country |  United States |
| Line | Central Gateway Turtle Railroad |
| Cause | Brake line leak |
| Statistics | |
| Trains | 1 |
| Passengers | 867 |
| Crew | 3 |
| Pedestrians | 5 |
| Deaths | 178 |
| Injuries | 309 |
| Damage | 1 GP40FH-2 8 Bi-level coaches |
The Topeka Runaway Disaster was a railway accident that occured on November 27, 1994, in Topeka, Kans as, when CGTR's Thundering Lapis—containing 8 bi-level passenger coaches and being pulled by CGTR #1, an EMD GP40FH-2—would fly off of a bend at 77 miles per hour (124 km/h), crushing 2 cars, derailing all 9 cars and locomotives, and killing 178 people and injuring 309 more after losing control due to a brake line leak.
The accident was named after the city it took place in—Topeka, Kansas—and would become the most deadly train wreck in American history, surpassing the Great Train Wreck of 1918 by 77 deaths.
Background
In 1998, 6 years prior to the incident, the Central Gateway Turtle Railroad would make a strategic decision to replace EMD F40PHs #1–3 with newer models, EMD GP40FH-2s. In the eyes of the CGTR, this transition seemingly marked another upgrade to more modern and efficient locomotives for hauling their esteemed passenger trains.
Initially, the transition went quite smoothly, and the three new EMD GP40FH-2s effectively pulled the Thundering lapis for a good 6 years without encountering any significant issues. Be that as it may, in 1994, a critical oversight would occur during a routine inspection on locomotive #1.
Due to an inadequate inspection, the maintenance crew responsible for locomotive #1 would fail to identify a corrosion problem on the locomotive’s Westinghouse 26 brake line. This corrosion, which had likely developed over time due to humidity and exposure to corrosive agents, would go unnoticed.
The brake line on a locomotive plays a key position in the pneumatic braking system of a locomotive. Any corrosion or damage to this line can compromise the braking system, which can lead to braking deficiencies or even a complete brake failure.