Figure 3. Train 188's route through Philadelphia.
In this area, four main tracks ran parallel to each other. In the direction train 188 was traveling, the tracks are numbered from right to left, main track 1 through main track 4.
As the Amtrak engineer approached the Diamond Street Bridge, he crossed from main track 1 to main track 2 in preparation for passing the SEPTA train. He accelerated to 67 mph in compliance with the authorized speed and sounded the horn as he approached the SEPTA train, which was stopped to his right at MP 86.[1] The Amtrak engineer broadcasted on the radio that he was about to pass the SEPTA train; he sounded the horn again as he passed in case the SEPTA crewmembers were on the ground inspecting the train for damage as required by operating rules. Despite speculation immediately following the accident that train 188 was also hit by a rock or bullet or other projectile, the engineer did not recall such an incident, nor did FBI testing show any evidence of ballistic material. (See section 1.10 for additional information.)
The Amtrak engineer continued to comply with authorized speeds, slowing to transit a right-hand curve that had a maximum speed of 65 mph. (See figure 3.) At MP 83.4—about the time the radio conversation between the SEPTA engineer and the dispatcher ended—the authorized speed increased to 80 mph; the Amtrak engineer moved the throttle to full power, and the train accelerated. The throttle stayed at full power for about 25 seconds, and the train reached about 95 mph. It had reached the 80 mph speed limit near MP 82.3, which was 1.2 miles from the point of derailment. At that point, the Amtrak engineer momentarily reduced the throttle, then returned to full throttle before reducing power about 20 seconds later. The train speed reached 106 mph as it entered the left-hand curve at Frankford Junction. The engineer began emergency braking at 9:20 p.m. Three seconds later, the train had slowed to 102 mph, and the
- ↑ Northeast Operating Rules Advisory Committee (NORAC) Operating Rules 19, Engine Whistle or Horn Signals, states that when approaching and passing standing trains the horn will be sounded in the following pattern: "long, long, short, long."
4
