and effectively managing multiple concurrent tasks and prolonged atypical situations to sustain their attention on current and upcoming train operations, and distribute those criteria to their members.
In this accident, the engineer likely would have benefitted from technology that showed him the location of his train in real time, which would have also helped him establish and maintain his situational awareness. The NTSB has advocated the use of memory aids, visual displays, alerting systems, and other strategies and technologies to reduce operator workload and prevent errors. This situational information would assist crews operating in high traffic areas, at night, or in adverse weather conditions. Although there will be less need for such situational information in PTC-compliant territory, and this technology will be available in some locomotives operating in PTC-compliant territories, there are many areas where PTC will not be implemented. Therefore, the NTSB recommends that the FRA require railroads to install devices and develop procedures that will help crewmembers identify their current location and display their upcoming route in territories where positive train control will not be implemented.
1.5 Signal and Train Control Information
All Amtrak main tracks on the Northeast Corridor are equipped with a cab signal system. All trains operating there are equipped with automatic train control (ATC) consisting of cab signals with automatic speed control and automatic train supervision capabilities. Automatic speed control prevents the locomotive from exceeding speed limits established by wayside signals, while automatic train supervision ensures the locomotive engineer recognizes and acknowledges track signal downgrades. The cab signal system in the area of the derailment consisted of four cab signal indications in the following table from the NORAC rulebook.
| NORAC Rule | Name | Indication | Speed Enforced |
|---|---|---|---|
| 280 | Clear | Proceed not exceeding Normal Speed (Normal Speed is Maximum Authorized Speed by Timetable) | Limited only by speed governor on locomotive |
| 282 | Approach Medium | Proceed approaching the next signal at Medium Speed | 45 mph |
| 285 | Approach | Proceed prepared to stop at the next signal. Trains exceeding Medium Speed must begin reduction to Medium Speed. | 30 mph |
| 290 | Restricting | Proceed at Restricted Speed | 20 mph |
An audible warning is sounded in the cab when the cab signal changes from clear to any of the other named signals. The engineer must respond to the audible alarm and slow the train to the speed associated with the signal name. If the engineer fails to slow the train, the system applies the brakes and reduces the power. The cab signals indicate specific speeds associated with signal indications from wayside signals; however, even in the absence of wayside signals, the signal department can permanently configure the cab signal system by installing a signal change point to enforce a slower speed on a curve for an approaching train.
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