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2 Shortly after leaving New Haven, the event recorder data registered a moving airbrake test The apprentice engineer stated that the brake system functioned properly According to the Amtrak dispatcher‘s office train performance records, the train continued on schedule and the crew operated in compliance with the speed limit, until two unscheduled station stops at Groton, Connecticut, and Sout Attleboro, Massachusetts The Amtrak timetable showed the maximum authori1ed speed for Amtrak train 66 as 100 mph. The event recorder data registered that Amtrak train 66 operated at speeds up to 110 mph between Kingston and Providence and between South Attleboro and Route 128. (See figure 1.)

Amtrak train 66 made its regular station stops at Old Saybrook, New London, Mystic, Westerly. Kingston, and Providence According to the locomotive engineer, he moved from the firernan's seat on the left side of the locomotive to a position behind the apprentice engineer to supervise and instruct him in the proper brake application at each station stop. The locomotive engineer added that the method of operation he used when instructing an apprentice engineer was to "talk" that apprentice engineer through every station. Both engineers reported that all stops were normal and noted no exceptions to the handling of the train en route. The locomotive engineer stated that he cautioned the apprentice engineer about applying the brakes and slowing early for the stop at Westerly and then accelerating too fast on departing Kingston

Both engineers and the conductor described the trip as normal except for a radio report from the operator at Groton tower (MP 124 2) that a door was open on baggage car 1217, which was the second car behind the locomotive The locomotive engineer advised the apprentice engineer to stop on straight track east of Groton near MP 127 The conductor and an assistant conductor closed the door on car 1217. After a 6-minute delay, Amtrak train 65 resumed its eastbound trip

According to the Amtrak dispatcher's office train performance records, Amtrak train 6 was 6 minutes late at Mystic (MP 131 90) but was on schedule at Atwells (MP 184.2). The dispatcher notified the traincrew to stop at South Attleboro (MP 192) to board passengers. The stop at South Attleboro required about 4 minutes Amtrak train 65 made its regular station stop at Route 128 (MP 217 3) on schedule (For stopping information see figure 1)

After departing Route 128, the apprentice engineer noticed that a continuous air~blowing sound had developed near the automatic airbrake valve. He reported this sound to the locomotive engineer, who immediately moved to a position behind the apprentice engineer. The locomotive engineer described the sound as a hissing and said that it happens frequently, adding, "Apparently it's a little piece of dirt in the brake valve it at clears itself, usually no big deal". The locomotive engineer stated that he used the automatic airbrake valve to make an application and release of the brakes, and the air—b|owing sound stopped. The apprentice engineer said that when the air blowing sound began again, he made a set and release of the automatic airbrake valve, and the sound again stopped. Event recorder data did not show these brake valve movements.

In preparation for the stop at Back Bay station (MP 227 6), the locomotive engineer said that he advised the apprentice engineer to begin applying the automatic airbrakes when the Ruggles Street station (MP 226 5) platform came into view. According to the apprentice engineer, while the train operated at 94 mph