Big Bayou Conot Train Disaster

Analysis

• Although there were signals on the line operated by track circuits, the long welded rails did not break and put the signals to red. Paradoxically, had old fashioned jointed rail still been fitted, the signals may well have been put to red, as such rails would more likely have broken at the block joints.

• One span of the bridge was pushed so far out of position that the kink in the line caused the derailment. The span was not fitted with "straps" to keep it in reasonable alignment with other spans of the bridge. Had such straps been fitted, the kink in the line may have been less severe and less dangerous.

• A barge traffic posed a regular hazard, special barge collision detection circuits could have been fitted to put the signals to red in case of a collision.

• perhaps the bridge piers could have been protected by sacrifical piers.

• it is likely that the size and number of barges pushed by one tug had increased over time in excess of what the bridge could handle in a collision.

Similar accidents

• The NTSB reported about 27 similar incidents involving bridge collisions.

• December 24, 1953 Tangiwai disaster, New Zealand 151 die when a bridge over the Whangaehu River collapses. Trip wires now put the signals to red if the river level rises too high.

• The Granville train disaster of 1977 involved a bridge collapse caused in part but inadequately protected and strapped piers and spans.

• THe Eschede train disaster, as seen on National Geographic cable tv had flimsey piers like the Granville accident.

• In New South Wales, a number of locations are fitted with landslip detectors, that put the signals to red if a landslip is detected.

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