The engineer who was in control of an Amtrak passenger train that derailed Dec. 18 in DuPont, Washington as it sped into a speed-restricted curve told investigators he didn’t see the speed limit sign that was posted two miles ahead of the curve.

Three passengers were killed and 62 injured in the derailment.

The engineer, who had 13 years’ experience with Amtrak – the last four as a locomotive engineer – told the National Transportation Safety Board (NTSB) team looking into the collision that he was aware that the curve with the 30 mph speed restriction was at milepost 19.8, and that he had planned to initiate braking about one mile prior to the curve.  He said that he saw mileposts 16 and 17 but didn’t recall seeing milepost 18 or the 30 mph advance speed sign.

In an update on the investigation released today, the NTSB provided information gleaned from interviews with both the engineer and the qualifying conductor, who were not able to discuss the incident until last week due to the serious injuries they received when the train derailed.

According to the NTSB:

• In the five weeks preceding the derailment, the engineer had qualified on the Point Defiance Bypass section of track following the completion of seven to 10 observational trips in the locomotive as well as three trips operating the equipment, two northbound and one southbound.
• The engineer said he felt rested at the start of his shift and not have gotten behind the throttle if he had any reservations about his readiness to operate the train.
• He recalled that as the train passed milepost 15.5 it was traveling about 79 mph. He did see the wayside signal at milepost 19.8 (at the accident curve) but mistook it for another signal, which was north of the curve.
• He said that as soon as he saw the 30 mph sign at the start of the curve, he applied brakes. Seconds later, the train derailed as it entered the curve.
• The engineer said that he didn’t feel that having a qualifying conductor in the locomotive with him was a distraction.
• The qualifying conductor, a 48-year-old male, was hired by Amtrak in 2010 as an assistant conductor and was promoted to conductor in 2011.
• At start of shift, he said he took part in the job briefing conducted by the conductor and the engineer. They went over general track bulletins and other items. 
• The qualifying conductor told investigators that he felt rested and alert at the start of his shift. He had never worked with the engineer before. He told investigators that the engineer appeared alert during the job briefing and while operating the train.
• The qualifying conductor told investigators that there was minimal conversation between himself and the engineer during the trip. Instead he said he spent time looking at his paperwork to help learn the territory.
• Just prior to the derailment, the qualifying conductor said he looked down at his copies of the general track bulletins. He then heard the engineer say or mumble something.  He then looked up and sensed that the train was becoming “airborne.”

 The NTSB said the accounts by the crewmembers in the lead locomotive of the accident train are just two sources of information that will be considered as the investigation progresses. In the coming weeks, investigators will compare these accounts with video captured from the inward- and outward-facing locomotive cameras, information from the locomotive event data recorder and other sources.

In addition to human performance and operations, investigators are continuing to develop information in a wide range of areas, including signals and train control, track and engineering, mechanical, crashworthiness, survival factors and recorders.

The investigation is expected to last 12-24 months.

Additional information, including links to media briefings, the preliminary accident report, and other material is available on the Amtrak Cascades 501 accident page: https://go.usa.gov/xnfU6