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 the passenger and crew count to 210. Their ages ranged from less than 2 to 84 or 85. An Amtrak representative later told Safety Board investigators that after the accident, 10 additional people reported that they had been passengers on the train. Because passengers board and exit at various stops and because some passengers purchase tickets on board instead of making reservations, Amtrak could not determine whether these 10 people were un train 2 during the derailment. Nonetheless, they have been included in the passenger and crew count, bringing the total to 220.

According to the Alabama Department of Forensic Sciences medical examiner in Mobile autopsy reports show that 42 passengers died from asphyxia due to drowning. Three locomotive engineers died as a result of asphyxia and blunt force trauma while inside the lead locomotive unit cab that became filled with mud. Two OBS crewmemhers in a section of the dorm-coach that sustained major structural damage died as a result of smoke inhalation.

Survivor injuries included contusions, fractures, abrasions, lacerations, strains, and multiple trauma Injured survivors were treated at five local hospitals

Damage

Big Bayou Canot railroad bridge—The through-plate girder span was destroyed. The following components also sustained damage all bridge ties on the south through truss span nine floor beam braces, two floor beam hangers, the flange angles on the end post, the ballasted deck timber trestle, and the south five panels.

The nose of the south pier sustained some concrete spalling (chipping or scaling) from the MAUVILLA's lead port barge (see figure 7). The cast edge of the sole and filler plates for the east girder's south bearing came to rest on the west edge of the east pedestal and the west edge of the pier cap plates. The west girder plates were found on the pier cap adjacent to the west edge of the west pedestal The bottom of the east girder sole plate had large radius lateral striations (grooves or channels), and the west sole plate had straight lateral striations.

About 15 feet of the top flange of the east girder, beginning at the south girder face, was separated from the web. Part of the top of the plate over this 15-foot section was "accordianed", the rest of the top flange was comparatively undamaged The web sustained two tears, one extending from the top to the bottom flange and a large horizontal tear between the fourteenth and seventccnth stiffeners. The bottom flange had two indentations, 21 inches and 22 inches wide, respectively, on the bottom east side.

The girders, which were about 40 feet apart laterally at the widest point, were displaced some 70 feet to the north. The northernmost and two southernmost floorbeams remained connected to both girders. The other eight floorbeams were severed from the cast girder but remained connected to the west girder. The stringers remained connected to the floorbeams. Concrete had broken off the east angular nose of the pier that supported the south end of the girders and off part of the north edge of the pier cap. Surface evidcnce indicated the fractures were recent. 14