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 | A fact from this article was featured on Wikipedia's Main Page in the On this day section on April 25, 2007 and April 25, 2013. |
 | On 28 April 2024, it was proposed that this article be movedtoJR Fukuchiyama Line Derailment accident. The result of the discussion was not moved. |
It is not clear what kind of "Automatic Train Protection" system was installed on this line. ATP would have restricted the speed of the train around the sharp curve to a safe speed.
Tabletop 03:11, 27 Apr 2005 (UTC)
Fukuchiyama-line was installed "Automatic Train Stop" system, but it was most primitive protection system that only stops train runing in red signal. New system will be installed in this June...
220.219.168.201 20:45, 27 Apr 2005 (UTC)
In the Waterfall train disaster the speed of the train rose and rose and rose approaching a very sharp curve.
It derailled on that curve killing 7 (the train was fairly empty).
The passengers noticed the increase in speed, and while they may have had a telephone to talk to the guard, none did to complain.
The guard ought to have known about the sharp curve. The guard could have applied the brakes, but did not. Guards are entitled to apply the brakes when there are strange noises and things, under the "stop and inspect" rule.
At Waterfall, there is only the Automatic Train Stop system, no ATP.
Tabletop 11:36, 28 Apr 2005 (UTC)
The following text is poor English, but I don't know what to do about it; I'm not even sure what the exact intent is of the words "congested diagram" and "meet other lines":
Right after the rail crash occurred, some of the mass media were pointing out that the congested diagram of Fukuchiyama Line was an indirect factor. Actually, there was a little time to meet another lines, but the train capacity was not as large as other railways in Japan.
--Tomwhite56 19:59, 25 April 2007 (UTC)[reply]
An October 2008 Daily Yomiuri article notes the number of injuries as 562 unlike the wikipedia article.
http://www.yomiuri.co.jp/dy/national/20081011TDY02303.htm
Also noted in the article, the Public Prosecutor's office has been questioning the JRWest president and searching the offices for materials and evidence. --219.108.24.231 (talk) 10:35, 3 November 2008 (UTC)[reply]
The article fails to mention that the accident train and line were narrow gauge (1067mm), which was likely the ultimate cause of the disaster! In case of Stepenson gauge (1432-1435mm) or russian wide gauge, the track in the bends can be laid with an "Indianapolis oval" type tilt, so that trains can safely negotiate them at high speed.
(The tilting of tracks in bends is not possible on the narrow gauge, because the trainset's center of balance easily goes outside of the 1067mm gap between the two rails. Therefore any train arriving at low speeds would statically tip over, much like the famous tower of Pisa.)
Therefore Japan shall convert all of its train lines to standard or wide gauge in order to avoid similar accidents in the future! 91.82.32.1 (talk) 20:00, 31 December 2012 (UTC)[reply]
English excerpt: http://www.mlit.go.jp/jtsb/eng-rail_report/RA2007-3-1en.pdf - http://www.webcitation.org/6U9B8lYSv
Final report in Japanese:
WhisperToMe (talk) 07:53, 17 November 2014 (UTC)[reply]
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The result of the move request was: not moved. (closed by non-admin page mover) Bensci54 (talk) 16:06, 6 May 2024 (UTC)[reply]
Amagasaki derailment → JR Fukuchiyama Line Derailment accident – In the Japanese version, it is a JR福知山線脱線事故(English:JR Fukuchiyama Line derailment), and it is better to unify it. H.K.pauw (talk) 02:06, 28 April 2024 (UTC)[reply]
The discussion above is closed. Please do not modify it. Subsequent comments should be made on the appropriate discussion page. No further edits should be made to this discussion.
