PECOS, Texas — The truck struck by a Union Pacific train in a fatal grade-crossing collision and derailment was on the grade crossing for just over 1 minute before the collision occurred, the National Transportation Safety Board said today (Dec. 22).
In an update on its investigation into the Dec. 18 accident that killed two UP crew members, the agency said investigators determined the timing based on surveillance videos.
The accident occurred about 5 p.m. Wednesday in downtown Pecos, with the collision derailing four locomotives and 25 intermodal well units, and sending the truck’s load into a nearby building [see “Two crew members killed …,” Trains News Wire, Dec. 19, 2024].
In its latest update, the NTSB emphasized the importance of using the information on the blue emergency contact signs at every grade crossing to report potential safety issues. Trains reported on the blue-sign program earlier this year [see “Behind the blue sign,” Trains.com, July 16, 2024].
The NTSB also corrected some information it had previously released [see “UP train was traveling 68 mph …,” News Wire, Dec. 20, 2024]. Among the correction: the truck’s load was not a wind turbine base, but was other heavy equipment. The NTSB also corrected the name of the trucking company involved (Boss Heavy Haul, LLC), and that the truck was hauling a hydraulic platform trailer, rather than a low-boy trailer.
No further updates are planned, the NTSB says. Its next release of information will be a preliminary report, which should be released within a month.
Boss Heavy Haul’s Jason Brady, executive director, marketing and communications, released a statement on Dec. 26, KWES-TV reports: “As a company that prioritizes safety above all else, BOSS Heavy Haul, LLC, is committed to working closely with the NTSB, railroad officials, the community of Pecos and others on the ground to assist with the investigation in any way we can.”
It should be noted that parties to an NTSB investigation are extremely limited in what they can say while the investigation is in progress.
— Updated Dec. 27 at 7:15 a.m. with statement from Boss Heavy Hall.
Permit loads don’t usually operate by a timetable schedule. There may well be a summary of the route the load will follow but there’s no guarantee it will be in the Dispatcher’s computer.
Each grade crossing has a blue-and-white emergency notification system placard. This for emergencies only but has a phone number to contact the train dispatcher and a number to identify the crossing. This is an EMERGENCY system and not for routine use. It should be used when the truck is stuck on the crossing. FIRST RESPONDERS DO NOT NECESSARILY KNOW THIS SYSTEM EXISTS.
The railroad could have a non-emergency number a heavy hauler could use with the crossing number to contact the railroad to get authority to occupy the crossing during the truck move. The trucker must positively report clear of the crossing.
Philip, in our area the blue/white # is a “rough grade crossing” reporting system. Again in OUR area. I have used it several times. And I can tell you a couple of stories (first hand witnessed) about the DELAY of dispatchers getting the critical notice of obstructed main line. Obviously, use the number posted, CERTAINLY. But be warned, probably you are NOT being connected to a dispatcher. IMHO call them as they will have quicker contact w/dispatcher rather than local police. endmrw1224241259
This comment makes a lot of sense. Any load that will not cross at a standard time should call RR before going across a RR. If a load has to cross at a slow speed say 10 MPH or less that should require a call.
“I guess my first thought was that the direction service should be checking which crossings are in route and touch base with the railroad operations center that an oversize load is schedule to cross their tracks at a certain time”
Alan, I have friends that have transported oversize loads. Their permits dictated the route and they could NEVER deviate from it. That said, It seems this permit would warn of high center possibilities. At least the pilot cars would warn of “low clearance” as well as height warnings. Remember: If in doubt = DON’T. At this point of a POSSIBLE problem, call and ask the RR. Again the only bad “asked question” is the one NOT asked.
NTSB provided the company name of transporter. I looked on their website and while this was not a lowboy, their hydraulic platform trailers are multi-wheeled trailers. This STILL could find itself high centered. i.e 4 axles on RR and 14 axles hanging on both sides of the RR.
With two deaths, someone somewhere obviously did NOT do due diligence. endmrw1224241326
Where’s mayo Pete at? This is his department’s area to correct these issues
Permits for dimensional loads must include coordination with the railroads that are to be crossed. These collisions are preventable. So tragic that my railroad brothers lost their lives and their families are grieving.
If there is a particular railroad district or subdivision that is notorious for these kinds of (rural) grade crossing accidents, then perhaps a cabless calf or slug should be M.U.ed ahead of the lead, crew occupied unit, as an idler battering ram, for the sake of crew protection, at least until more substantial grade crossing or overpass safety improvements can be made. My condolences to the affected families.
What’s sad is the company that moved it has a FB post all about moving a load earlier this year that required coordination with the RR’s they crossed to ensure safety…
Maybe the crossing gates should go down sooner, to account for wide loads taking longer to clear the tracks.
Wouldn’t make sense to set the gates for .001% of the traffic that crosses. It’s the responsibility of the transport company to ensure they are able to cross any obstacles. No different than if they came upon an underpass to low to clear, they wouldn’t just drive under it anyway…
Just over a minute? That’s a lot shorter timeframe than the 45 minutes to an hour I’d heard in previous discussions (primarily elsewhere). At that point even if they immediately called the number on the blue sign, it probably wouldn’t have been enough time to stop the train before impact; maybe it would have been slightly slower at impact.
Interesting. The video posted online shows that around 8 seconds before the collision, 2 police vehicles were there (one was a SUV, the other a motorcycle) the direction truck with his height pole attached, and 2 vehicles who stopped when the crossing lit up.
I guess my first thought was that the direction service should be checking which crossings are in route and touch base with the railroad operations center that an oversize load is schedule to cross their tracks at a certain time.