I knew a lot of the early FRA regulations had roots in US Post Office regulations for RPOs; but this is kind of getting a laugh out of me, but does explain a few things.
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ExCon90 wrote: ↑Thu Nov 21, 2019 2:44 pm For that matter the B&M, Erie, DL&W and no doubt others had commuter coaches that didn't even have doors to close--just steps, handrails, and a center gangway as wide as the aisle inside the car. There seems to have been some idea that if a passenger did something dumb it was his own fault.Wabash/N&W's Chicago commuter train was on this list as well. Funny thing is this fleet was 8 lightweight P-S cars toward the end, all with doors and traps removed. Streamliners with no doors. Imagine that.
ryanch wrote: ↑Fri Nov 22, 2019 1:24 pm In fact, Metra had a pretty well known incident because of automated doors. Conductors didn't notice someone who had exited but whose musical instrument case got caught between doors. She was dragged, then fell (or let go?) and her leg was severed.That was a really sad case, but it's worth reviewing the facts and seeing if there are any lessons to be learned here. This case involved a college-age woman in Chicago's suburbs.
electricron wrote: ↑Wed Nov 20, 2019 4:43 pm Yes, and no. The Series 8 bought by Oregon entered service before the door interlock regulation was made, those bought by Wisconsin required the grandfather exemption because they never entered service, but were also built before that regulation was made. It’ll be interesting to see what might happen to those still parked in Indianapolis. Will Washington buy them?But didn’t the Series 8s trainsets in Beech run out of time because they never entered service before the interlock requirement became final? There was discussion about that a few months back when things started looking grim for the Series 6s