at Centralia, Illinois, noted on their reports that the No. 2 engine of unit 4031 was shut down and tagged. The engineer making the locomotive inspection report at Champaign, Illinois, noted: "#2 Engine 4031 dead and tagged and has reverser blocked "[1]
After its arrival in Chicago, the locomotive was moved to Woodcrest shop for inspection, servicing, and repairs, and unit 4031 was placed in the repair shop The auxiliary generator was replaced and the personnel responsible for making the repairs so noted and signed the locomotive inspection reports The unit was then moved to the ready track where it was assembled as the fourth unit: of a locomotive which consisted of units 2024, 4106, 4109, and 4031.
Tests were performed on the locomotive to ascertain whether it was suitable for service A sequence test was made to determine if all motor circuits were functioning. The locomotive was considered ready for service and was as- signed to Amtrak’s train No. 1 for June 10, 1971
E. Description of the Accident
1 The Train
Amtrak’s train No 1 was scheduled to depart from Central Station in Chicago at 8 a.m., and to operate on the tracks of the ICRR to New Orleans, arriving there at 1:30 am the following day, having covered a distance of 921 miles. Stops were scheduled between Chicago and the vicinity of the accident as follows:
| Stations | Mileage from Chicago | Time |
| Homewood | 22 | 8:40 a.m. |
| Kankanee | 55 | 9:08 a.m. |
| Champaign | 127 | 10:20 a.m |
| Mattoon | 171 | 10:59 a.m. |
| Effingham | 198 | 11:24 a.m. |
| Centralia | 25 | 12:16 pm. |
The engineer and fireman of train No 1 reported for duty at the Woodcrest shop on June 10, 1971 and were assigned the locomotive consisting of units 2024, 4106, 4109, and 4031. A defective motor was found on the oscillating headlight of the lead unit 2024 while the crew was making the required inspections. The crew was instructed to turn the locomotive on a wye track which was located on the route to Central Station This maneuver placed unit 4031 in the lead On arrival at the station, the locomotive was coupled to 14 passenger cars arranged as follows: one baggage car, two coaches, one diner-counter, one lounge car, six coaches, one coach-food car, and three coaches. The airbrakes Were tested and the train departed shortly after 8 a.m.
2 Description of the Passenger Cars
The passenger cars were of all-steel construction and were provided with tightlock couplers. The coaches and vestibules and steps at one end only but had end doors at each end that opened into the interior of the car. Toilet and lounges were provided at each end of the coaches. The upholstered reclining seats were provided with foot rests. The seats could be unlocked for rotation by pulling the double seat towards the center of the car. The cars were equipped with sealed, double-glazed picture windows, 28 inches high and 56 to 62 inches wide. The double pane of the window sash consisted of ¼-inch laminated safety glass on the inside and ¼—inch plate glass on the outside The two panes were mounted in the metal sash frame with a rubber gasket. The sash was installed from inside the car and was secured by a retaining plate fastened to the inside of the car side by bolts or screws.
The dining car was divided into three areas: a kitchen, a serving bar, and an eating or lounge area which contained movable tables and chairs
A number of the cars were equipped with air-conditioning systems powered by a propane—
operated engine. The propane for the operation
- ↑ Appendix C contains a copy of the locomotive inspection report for unit 4031, June 7, 1971
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