2017 Washington train derailment
On December 18, 2017, Amtrak "Cascades" passenger train 501 derailed near DuPont, Washington, United States. The National Transportation Safety Board's (NTSB) final report said regional transit authority Sound Transit failed to take steps to mitigate a curve at the accident location, and inadequately trained the train engineer. The train was making the inaugural run of the Point Defiance Bypass, a new passenger rail route south of Tacoma, Washington, operated by Amtrak in partnership with state and local authorities in Oregon and Washington, on right-of-way owned and operated by Sound Transit. The bypass was  intended to reduce congestion and separate passenger and freight traffic, and was designed for faster speeds and shorter travel times, saving ten minutes from Seattle to Portland compared with the previous route used by "Cascades". The lead locomotive and all twelve cars derailed at 07:33 local time while approaching a bridge over Interstate 5 (I-5). The trailing locomotive remained on the rails. A number of automobiles on southbound I-5 were crushed, and three people on board the train died. The train derailed a short distance from where the new route merged with the previous route. Preliminary information from the data  recorder showed that, when the incident happened, the train was traveling at , nearly over the speed limit. Background. The Point Defiance Bypass was built from 2010 to 2017 as a replacement for the BNSF mainline that runs along the Puget Sound coast between the Nisqually River and Tacoma. The $181 million bypass, using an inland route that follows I-5, was built by the Washington State Department of Transportation (WSDOT) on right of way owned by Sound Transit, the regional transit authority. The Amtrak "Cascades" service is a joint effort of WSDOT and Oregon Department of Transportation, with Amtrak as  a contracting operator. In the wake of the December 18 derailment, the safety of the bypass was questioned by elected officials. The 2006 Cascades corridor plan recommended that the curve and overpass where the derailment occurred be replaced with a straighter alignment, costing $412 million. The final plans omitted the overpass replacement, with a smaller budget of $180 million granted for the entire project. Derailment. At 07:33 local time (15:33 UTC), the leading locomotive and twelve cars of the southbound Amtrak "Cascades" number 501 passenger train derailed southwest of DuPont. DuPont is about south of Seattle and about  south of the Joint Base Lewis–McChord (JBLM) main gate. The train derailed while approaching the railroad bridge across southbound I-5 near Mounts Road, which contains a left-hand bend. The lead locomotive, the then brand-new Siemens Charger No. 1402, and six rail cars, went down the embankment to the west of the bridge (to the train's right, in the original direction of travel). The locomotive ended up on I-5 and spilled about of fuel. Two further cars ended up on the bridge span, and three cars went off the railroad bridge abutment on the opposite side, some  onto I-5. Only the trailing General Electric Genesis P42DC locomotive, No. 181, remained on the tracks. Seven vehicles, including two trucks, were damaged by the derailed cars of the train. The southbound train was operating from Seattle, Washington to Portland, Oregon, on the first revenue service run of the "Cascades" on the new, faster Point Defiance Bypass route between Lacey and Tacoma. The train was running about 30 minutes behind schedule. Amtrak CEO Richard Anderson said that positive train control was not active on the track, a factor cited in two accidents in Spuyten Duyvil and in Port Richmond, Philadelphia . Casualties. There were five Amtrak employees, a technician from train manufacturer Talgo, and 77 passengers on board the train at the time of the derailment. Three passengers were killed while 57 more passengers and crew members were injured. Eight road vehicles were damaged in the accident. Of the ten people in them, eight were injured. All three deceased were in the seventh coach of the train. Ten of the injured were in serious condition, and thirteen had moderate or minor injuries. In total, more than 80 people were injured. Treatment was provided at hospitals including Madigan Army Medical Center at  JBLM, Providence St. Peter Hospital in Olympia, St. Anthony Hospital in Gig Harbor, Tacoma General Hospital, Good Samaritan Hospital in Puyallup, and St. Clare Hospital in Lakewood. Three soldiers from JBLM, including a Madigan Army Medical Center nurse, left their vehicles to give medical assistance to people trapped inside the train cars, and help them escape. The three passengers killed in the derailment were train enthusiasts, including two members of rail advocacy group All Aboard Washington. Aftermath. Amtrak temporarily suspended service for south of Seattle for several hours because of the accident, resuming on the former coast route and the  old Tacoma station. Southbound automobile traffic was rerouted away from I-5 by WSDOT until the site was cleared of debris and inspected. On December 18, JBLM allowed southbound traffic through from DuPont to State Route 510 near Lacey. WSDOT announced on December 21 that it would not resume Amtrak service on the Point Defiance Bypass until positive train control was implemented in 2018. The accident caused at least $40 million in damage, including the cost of the trainset, damage to vehicles, and damage to the overpass. Cleanup and freeway reopening. Some of the wrecked train cars were removed by  trucks on December 19. Two southbound lanes of I-5 were reopened on December 20, with a reduced speed limit, as the cleanup and investigation continued. By the morning of December 21, all lanes of the freeway had been reopened. Fate of rolling stock. Locomotive WDTX 1402 was damaged beyond repair and scrapped, while Locomotive AMTK 181 was undamaged and returned to service. "Mt. Adams", the WSDOT-owned Talgo Series VI passenger trainset, was also damaged beyond repair. The NTSB later said that the use of these trainsets should be discontinued "as soon as possible". This led WSDOT and Amtrak to  retire and scrap the remaining Talgo VI trainsets. Response. Within hours of the derailment, Governor Jay Inslee declared a state of emergency and activated the Washington Military Department's emergency operations center at Camp Murray, adjacent to JBLM, to coordinate the multi-agency response to the incident. A civilian support and reunification center was set up at DuPont City Hall. The Bloodworks Northwest blood bank called for donors after the crash. President Donald Trump said on Twitter a few hours after the accident that the derailment shows that his "soon to be submitted infrastructure plan must be passed quickly." He  said "several trillion dollars" were spent in the Middle East while the transport infrastructure "crumble[s]". A second tweet said his "thoughts and prayers are with everyone", and he thanked first responders. The Associated Press and "The New York Times" reports of Trump's tweets said the accident had occurred on newly constructed track that was part of a recently upgraded line. "The New York Times" added that this project was part of the American Recovery and Reinvestment Act of 2009, an act signed by President Barack Obama that aimed to address infrastructure shortfalls. "The New York Times" editorial board said  that the derailment is symptomatic of the Federal Government's failure to invest in infrastructure. It said that despite Trump seemingly acknowledging the problem, his administration's $630 million budget cuts to Amtrak, and a proposed plan to shift infrastructure costs down to state and local governments, would only serve to aggravate the problem. Investigation. The National Transportation Safety Board (NTSB) opened an investigation into the accident and dispatched a 20-member Go Team to the crash site. The NTSB said its investigators would be on-site for seven to ten days. One aspect of the investigation is whether  the engineer lost situational awareness. The NTSB said the train was traveling at at a point soon before it derailed. The speed limit on the curved track segment where the derailment occurred is , but the preceding track segment north of Mounts Road has a limit of . An initial review by the NTSB said that the train data recorders had been recovered from both locomotives. The recorder showed that the engineer had commented on the train's excessive speed six seconds before the derailment, and applied the brakes. The lead locomotive was traveling at when recording stopped. The NTSB said their  investigation would take 12 to 24 months. A preliminary report into the accident was published on January 4, 2018. The NTSB interviewed the train's engineer, Steven J. Brown, who suffered serious injuries, in January. He told investigators that he did not see the advance speed sign or milepost 18, mistakenly thinking he was at milepost 17. The engineer applied the train's brakes after seeing the final speed signpost, immediately north of the curve. In its final hearing on May 21, 2019, the NTSB blamed the crash on Sound Transit's failure to mitigate the curve, and for Sound  Transit failing to adequately train the engineer to handle the situation on the new line and equipment. The NTSB stated that the crew was attentive and not distracted by conversation or cellular telephones. Although the engineer knew about the 30 mile-per-hour curve ahead, he had missed the single sign telling him to slow down; he also missed the milepost markers. As the train approached the curve, the train signaled a warning, but the engineer, being new to the Charger locomotive, had to study the console to decipher the warning. It was an overspeed warning: the train was moving  faster than , the maximum speed on the line. (It was not warning the engineer about approaching the section; the system did not have that capability.) During the 20 seconds that the engineer was deciphering the warning, he was not looking outside and therefore could not see the approaching danger. When he did look up, it was too late. Litigation. In January 2020, the train's engineer filed a personal injury lawsuit against Amtrak, claiming that the company failed to properly train him to operate the train and to operate over the route, and that they failed to complete installation of  Positive Train Control over the route. On March 24, 2021, a judge in Tacoma ruled that Amtrak is strictly liable for the claim of its engineer.