ProPublica reported that Norfolk Southern has a policy that allows crews to “ignore alerts from train track sensors designed to flag potential mechanical problems,” including a prior derailment in the state that still wasn't cleaned as of early this month.
, the NTSB wrote that it had identified “a wheel bearing in the final stage of overheat failure moments before the derailment” on the 23rd car, the first to derail. The report said “hot bearing detectors” picked up a temperature 253 degrees above normal prior to the derailment. The train was traveling at 47 mph, just below the 50 mph speed limit.
Sensors showed the bearing heating up for miles before the crash, but it spiked sharply immediately before the accident. The crew heeded the final warning and tried to stop the train for an inspection. “After the train stopped, the crew observed fire and smoke and notified the Cleveland East dispatcher of a possible derailment,” read the report. “With dispatcher authorization, the crew applied handbrakes to the two railcars at the head of the train, uncoupled the head-end locomotives, and moved the locomotives about 1 mile from the uncoupled railcars. Responders arrived at the derailment site and began response efforts.
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