Just read this on TrainOrders: The Facts surrounding the incident of the runaway CSX train on May 15 at Stanley Yard in Toledo, Ohio. The circumstances involve a 3, person yard crew. The engineer was on the locomotive, the conductor was at the location where a double was made, and the switchmen was at the final spot to cut the locomotive away. After completing their double, 22 loads and 25 empties, 2898 tons the cut was pulled as instructed by the yardmaster. The yardmasters instructions included information that a switch would be lined against them for the route they were to use. The engineer failed to control the movement to permit stopping in time to line this switch properly. As a result, the engineer made the decision to dismount the moving equipment and run to line the switch for the route to be used. The switch was lined and the engineer tried to board the moving equipment. The engineers hands slipped off the grad irons and he fell to the ground. The engineer was dragged approximately fifty yards and did injure himself with scrapes and bruises to both legs and forehead. He declined medical attention but did submit a personal injury report for May 15 and is listed as out of service. Locomotive 8888 and 47 cars, without anyone on board, traveled through several control points and Ohio cities for approximately 71 miles before the movement was stopped safely. The engineer was dragged approximately fifty yards and did injure himself with scrapes and bruises to both legs and forehead. He declined medical attention but did submit a personal injury report for May 15 and is listed as out of service. This is the written explanation that CSX had us review during our job briefing before going to work. The report then tells what rules were broken: I. Failure to control movement CSX Operating Rule 105/46, and 555, NORAC Operating Rule 80 II. Failure to properly handle switches CSX Operating Rule 104B, and 104C, NORAC Operating Rule 104 III. Mounting and dismounting moving equipment Safeway and safe job procedures 22, 25, and 55 IV. Failure to properly use air brakes Air brake and train handling rule 3.5.1
They forgot to mention that the locomotive was not properly secured to be unattended. That would require the following: throttle closed, reverser centered and handle removed, generator field switch opened, automatic brake applied full service, independent brake applied full, isolation switch set to ISOLATE, handbrake applied and wheels chocked as necessary. It's not a 'pick which ones you want', all actions are required before vacating the cab.
