TSB Laboratory Report LP136/2013

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1.0 Introduction

1.1 Description of occurrence

1.1.1

On 6 July 2013, at approximately 0115 Eastern Daylight Time (EDT), Montreal, Maine & Atlantic (MMA) freight train MMA-002 rolled uncontrolled and derailed loaded tank cars of crude oil in the town of Lac-Mégantic, Quebec. Most of the derailed tank cars lost their contents as a result of the accident, which contributed to a large fire that burned for several days. There were 47 fatalities, and approximately 32 buildings were destroyed. The crude oil leaked into the river and caused serious environmental pollution.

1.1.2

Preliminary examination of the derailment site determined that buffer box car CIBX 172032, immediately behind the locomotive consist, and the following 63 loaded tank cars derailed on the main track of a 4° 7' right-hand curve in the direction of travel (eastward), covering a No. 11 turnout. The locomotive consist separated from the derailed cars and split into 2 portions, with each travelling different distances before they came to a stop. After a significant time, the front portion of the locomotive consist moved backward (westward) and collided with the second portion, both moving a short distance further (westward) and coming to a final stop together.

1.1.3

The derailed buffer box car struck a stationary cut of cars on the siding track. The following 8 tank cars were scattered in separated jackknifed positions. The next 2 tank cars lay in the direction of the turnout siding, ahead of the main jackknifed pile-up of the rest of the derailed tank cars among which the fire and explosions occurred. The last 9 tank cars in the train did not derail. They were disconnected and removed back and away from the derailment and fire by the locomotive engineer and emergency responders. An aerial-view photograph of the accident site is shown in Figure 1.

Figure 1. Aerial view of derailment site

1.2 Background

1.2.1

Train MMA-002 consisted of 5 locomotives, 1 operation control car VB-1, 1 loaded buffer box car, and 72 tank cars loaded with petroleum crude oil. The train weighed 10 287 tons and was 4701 feet long.

1.2.2

The train was operated by a 1-person crew. Before midnight, it came to a stop on the main track of Station Nantes with an automatic application of the air brakes. The locomotive engineer applied hand brakes on the locomotive consist and the buffer car, and then released the automatic brake, but kept the independent brake (IND) of the locomotive consist in the applied position. The engine of the lead locomotive, MMA 5017, was kept running at idle to maintain the air brake supply. The locomotive engineer left the train and went to a hotel for rest, as indicated in his schedule.

1.2.3

A fire was detected on the lead locomotive sometime after the locomotive engineer left (LP181/2013). Local firefighters came and put out the fire. A local MMA engineering employee was called to attend to the fire site. The engine of the locomotive was shut down, and the train was left unattended again. Approximately 59 minutes later, the train started to move down the descending grades, and accelerated all the way until it reached the town of Lac-Mégantic, where it derailed.

1.2.4

The lead locomotive, MMA 5017, was equipped with a Quantum Engineering Incorporated (QEI) locomotive event recorder (LER) version no. S45E, serial no. 0204100033. The recorded data in the “extend log” was downloaded from MMA 5017 by a MMA staff member soon after the accident. The Sureté du Québec (SQ, Quebec police) then seized the locomotive consist for their criminal investigation. When the SQ released the locomotives to the Transportation Safety Board (TSB), the LER records in the locomotives from before and during the accident had been overwritten by later recordings, so no meaningful data could be obtained from the other locomotives. The LER download from MMA 5017 was the only recorded data available for TSB analysis.

1.2.5

The train was also equipped with an end-of-train (EOT) sense and brake unit (SBU). The SBU was sent to the TSB Engineering Laboratory for examination (LP 132/2013). The records in the DataFlash were extracted and converted into Excel spreadsheets. The EOT SBU download data were provided to this LP officer (Appendix A) for a comprehensive analysis of LER and SBU data together.

1.2.6

The TSB investigation team also obtained a copy of the standard report of the public crossing at Mile 117.11, Moosehead Subdivision, that indicated the activation of the crossing signal and protection. The time record was calibrated by an independent crossing company. This record (Appendix B) was used as a reference in the synchronization and calibration of the downloaded LER time records.

1.3 Engineering services requested

1.3.1

The preliminary investigation found that the train experienced a number of events, including unattended parking, fire, engine shutdown, runaway, derailment, and explosion. There were several broken knuckles, including those between the second and third locomotives, indicating that the locomotive consist had separated and rejoined. The derailed cars scattered in several small, jackknifed groups as well as in a main pile-up. The downloaded raw LER data file was sent to the TSB Engineering Laboratory, and a complete analysis was requested to assist the investigation in determination of the times, locations, and related parameters of the sequence of events leading to the derailment. A laboratory project was opened for this LER data-analysis work.

1.3.2

The QEI Quantum Desktop Playback software was installed, and the raw download file was uploaded successfully. When first reviewed, the data was found to be not calibrated. In order to calibrate the data, measurements were taken for a number of reference locations, wheel sizes, travel distances, and times. The SBU and crossing records were reviewed, and an attempt was made to synchronize and analyze these data with the LER data. These data were further correlated with those of the on-site examinations and other investigation findings. A number of events of interest were identified with precise parameters. The sequence of events leading to the derailment was provided to help determine the most likely derailment scenario as well as potential causes and contributing factors.

1.3.3

This LP report describes the analysis of the downloaded LER data from the lead locomotive, MMA5017, including calibration of records, identified events of interest, calculation of the locations of vehicles in the train at the times of significance, and discussion of the likely derailment scenario.

2.0 Calibration

2.1 Wheel size and travel distance references

2.1.1

The wheels of the lead axle of locomotive 5017 were measured by the LP officer for the locomotive wheel examination project (LP182/2013). The circumference measurements were 126.75 inches for the left wheel and 126.25 inches for the right wheel. The average circumference for the 2 wheels of the lead axle was 126.50 inches, equivalent to a diameter of 40.266 inches, which was a little more than the labeled nominal value of 40 inches.

2.1.2

The site survey team (LP167/2013) determined that, before the runaway, the lead locomotive was located at Mile 6.718, Sherbrooke Subdivision, and that the final stop of the lead locomotive after the accident was at Mile 116.412, Moosehead Subdivision. The travel distance of the lead locomotive between these 2 locations included the return segment of the front portion of the locomotive consist during the last backward (westward) movement. The TSB engineering team also learned that the Moosehead Subdivision ends at Mile 117.14, where the Sherbrooke Subdivision begins at Mile 0.0 (Figure 2).

Figure 2. Connection point at Mile 117.14 Moosehead and Mile 0.0 Sherbrooke Subdivision

2.1.3

The measured average wheel size was entered into the LER data analysis software to adjust the mileage record channel and the speed channel accordingly. The resultant LER travel distance matched (within the resolution level of the LER mileage records) the measured distance between the stop location of the locomotive before the runaway and the final stop after the derailment. This finding confirmed that the mile and distance data could be considered to be properly calibrated.

2.2 Time calibration references

2.2.1

The data downloaded from the crossing at Mile 117.11 on the MMA Moosehead Subdivision (Appendix B) showed that the alternating current (AC) power was cut off at 01:19:29.45, and the event identified as gcp1 detected the train at 01:19:31.04. A calibration of the time was performed by an independent company (X Rail), and it was determined that the data needed a time correction of −4 minutes 1 second. In other words, gcp1 recorded its detection of the locomotive consist as 01:19:31.04, but it was actually 01:15:30.04.

2.2.2

The location mile of the sensor/detector gcp1 that detected the locomotive consist at 01:15:30.04 was the location of the West approach limit, located 650 feet plus half of the 130 feet island, or 715 feet west of the centre of the crossing located at Mile 117.11. Therefore, the detector/sensor was located at Mile 0.11 of the Sherbrooke Subdivision.

2.2.3

The time channel of the LER download from MMA 5017 was calibrated using the detection of the lead locomotive at Mile 0.11 Sherbrooke Subdivision at 01:15:30 as a reference point. An adjustment of +01:01:31 was applied to the raw LER time channel.

2.3 Verification among LER, SBU and crossing signal downloads

2.3.1

The SBU recorded the SBU status, EOT brake pipeline pressure (BP), and MOVE/STOP activities, but its GPS position channels were empty. All parameters except the EOT BP were sampled at 60-second time intervals. The MOVE/STOP parameter did not capture detailed speed data. The 60-second time interval made it difficult to synchronize the SBU data with the LER data.

2.3.2

The EOT BP was sampled at shorter intervals. However, changes in EOT BP lagged behind changes in lead locomotive BP by an uncertain time, as a result of the propagation time of the brake air along the train pipe from the locomotive to the end of the train. Therefore, the EOT BP could not be synchronized with the LER BP events.

2.3.3

The SBU data did, however, provide a record of the EOT BP that linked the brake air state along the train brake pipe, so the automatic brake application and release could be confirmed. The MOVE/STOP channel also provided a simplified overview of the train’s motion. These 2 channels were used to complement the LER data analysis, as presented in the analysis below.

2.3.4

The downloaded crossing signal data recorded mainly the crossing activations and crossing state. The detection of the train arrival was utilized for time calibration and synchronization reference between the LER records and the crossing records. Another record was the speed of the train while passing the crossing. However, there was a difference between the LER recorded speed and the crossing record. Considering that the LER mileage, travel distance, and time had been accurately calibrated, the derived LER speed records were deemed more reliable than the crossing speed records. The LER recorded speeds are used in this report as the official train speeds, unless stated otherwise.

2.3.5

The recorded data from the LER, SBU and crossing downloads generally corroborated each other with minor differences. The LER data was used in the following analysis and discussions in this report.

3.0 Identified events of interest

3.1 Review of LER Records

3.1.1

The downloaded LER records covered 5 days since 2 July, and totalled 2191 pages of data. A compressed graphic of all of the records is shown in Figure 3. By placing tags at designated moments, the period between the train coming to a stop at Nantes and the final stop after the accident was zoomed in (Figure 4). Further zoomed graphics for the period of engine shutdown, runaway, and last backward (westward) movement are shown in Figures 5−7.

Figure 3. Compressed graphic of entire downloaded LER data
 
Figure 4. Graphic LER data between stop at Nantes and final stop after derailment
Figure 5. Graphic LER data from engine shutdown to first stop after derailment
Figure 6. Graphic LER data during the runaway
Figure 7. Graphic LER data during the last backward movement

3.1.2

The records of most interest were the following: speed, automatic brake, brake pipeline pressure (BP), independent brake (IND), brake cylinder pressure (BC), and the positions of the throttle\dynamic brake and the reverser handle. The time was recorded at a resolution level of 1 second, and the distance\mileage was recorded up to 0.01 miles, or 53 feet, which means a maximum round-up of 26.5 feet.

3.1.3

The recorded speed was increasing smoothly during the runaway, and there was only one abrupt turning point at the highest speed of 65 mph. After the turning point, the speed decreased nearly linearly until speed was recorded as zero. The speed records indicated that the lead locomotive suffered only one big backward tension force that changed its movement from acceleration into steep deceleration. The afterward deceleration did not show significant impulses that would appear if secondary derailments or surge/breakage occurred. The speed turning point most likely was the moment of the first derailment and the cause of the knuckle separations, and the separations of the locomotive consist in two parts from the derailed train.

3.1.4

The last separated speed loop recorded the backward (westward) movement of the front portion of the locomotive consist that was on a descending grade of 1% toward the downtown area. The speed climbed to a peak of 8 mph, and then decreased quickly until the final stop. This speed turning point corresponded to the recontact between the two portions of the locomotive consist, and the deceleration period indicated that the entire buffed locomotive consist moved backward (westward) to the final stop location. The travel distances of the acceleration and the deceleration periods of this speed loop provided the backward movement distance of the front portion alone and the re-coupled entire locomotive consist until the entire locomotive consist came to a final stop.

3.2 Events of interest

3.2.1

A number of significant events of interest were identified and are listed in Table 1. These events are described and explained in the following paragraphs. The corresponding events in the SBU records are listed in Table 2. The times of the corresponding events in the LER records and the SBU records could not be meaningfully synchronized due to the large interval of the SBU samplings and various air brake propagation delays.

3.2.2

The locomotive engineer started to apply the automatic brake in Event no.1 at 22:43:26, when the lead locomotive was located at Mile 8.01 Sherbrooke Subdivision. The speed was 19 mph, and throttle was moved down from position 4.

3.2.3

The locomotive took 5 minutes 46 seconds to slow down to a stop in Event no. 2 at 22:49:12, and the lead locomotive was located at Mile 6.72 (6.718 measured on site) with a BP reduction of 13 psi, from 95 to 82 psi. The SBU recorded the corresponding stop with a BP reduction of 12 psi, from 89 to 77 psi (the SBU time interval from the automatic brake initiation to the stop was 7 minutes 20 seconds, longer than the LER record, which was most likely due to the SBU 60‑second record interval and the propagation delay of air brake from train head to end).

3.2.4

The locomotive engineer applied IND in Event no. 3 at 22:49:37, 25 seconds after the train stopped. There was no record in SBU data corresponding to this event.

3.2.5

The automatic brake was released, and the BP increased to 94 psi in Event no. 4 after about 14 minutes 11 seconds, while the IND remained at the same level. There was no record in SBU data corresponding to this event.

3.2.6

Then 54 minutes and 54 seconds later, the lead locomotive engine was shut down after the fire was put out in Event no. 5 at 23:58:42, as indicated by the throttle movement from Idle to D and by the reverser position change from 0 to 1. No corresponding event could be identified in the SBU record.

Table 1. Identified events of interest
No. LER
time
hhmmss
ΔT
hhmmss
LER mile D
ft
Correct mile V
mph
BP
psi
BC
psi
Thr Rev Description
1 224326   8.01   8.01 19 95 0 4 0 Initiate automatic brake to stop
2 224912 000546 6.72 6811 6.72 0 82 0 ID 0 Train MMA-002 stopped at Nantes
3 224937 000025 6.72 0 6.72 0 82 69 ID 0 IND applied on locomotives
4 230348 001411 6.72 0 6.72 0 94 69 ID 0 Auto-brake released but IND remaining
5 235842 005454 6.72 0 6.72 0 95 69 D 1 Engine shut down and reverser on
6 000555 000713 6.72 0 6.72 0 94 70 D 1 BP began to drop and IND BC remaining
7 001355 000800 6.72 0 6.72 0 79 69 D 1 IND BC began to drop, BP dropped 15 psi in 8 minutes
8 005821 004426 6.72 0 6.72 1 32 27 D 1 Train MMA-002 started to run away
9 011530 001709 0.11 34901 0.11 65 16 14 D 1 BP drop to zero in 1 sec, highest speed and turning point
10 011712 000142 -0.84 5016 116.30 0 0 6 D 1 MMA 5017 stopped for first time
11 011739 000017 -0.84 0 116.30 0 0 0 D 1 IND BC dropped to zero
12 024506 012727 -0.84 0 116.30 1 0 0 D 1 Loco portion 1 started to move backward
13 024623 000117 -0.93 475 116.39 8 0 0 D 1 Loco portion 1 at max speed backward and contacted portion 2
14 024642 000019 -0.95 106 116.41 0 0 0 D 1 Loco consist rejoined, moved 106 feet west to final stop
Note:
  1. The train started to run away from Mile 6.718 and final stop at Mile 116.412.
  2. Reverser did not reflect in mileage increase/decrease, nor direction of travel.
  3. Event no. 9 indicated derailment and separation moment, and concurrence with crossing activation.
  4. BP and IND BC did not drop simultaneously, but in a different phase.
  5. BP dropped 15 psi in the first 8 minutes and at about 1 psi/minute overall.

3.2.7

BP started to drop in Event no. 6 at 00:05:55, 7 minute 13 seconds after the locomotive engine was shut down, but the IND BC remained. The SBU recorded a corresponding BP drop event.

3.2.8

IND BC started to drop at 00:13:55 in Event no. 7, 8 minutes after the BP started to drop. The BP dropped 15 psi in the 8 minutes, at a rate of about 2 psi/minutes. No corresponding event could be identified in the SBU record.

3.2.9

The train began to run away at 00:58:21 in Event no. 8, when the BP dropped to 32 psi and IND BC dropped to 27 psi. A corresponding MOVE event was recorded in the SBU data, which could be a synchronization reference but the 60‑second sampling interval prevented it from being a precise reference.

3.2.10

The train accelerated to the highest speed of 65 mph at 01:15:30 in Event no. 9, after running for 17 minutes 9 seconds and travelling 6.61 miles (34901 feet). The speed turned down abruptly into steep deceleration. The remaining BP of 16 psi dropped to zero suddenly in just 1 second. The lead locomotive was at Mile 0.11, where the detector of crossing 117.11 concurrently detected the train and activated the crossing signal. The LER time and the crossing time record were synchronized by this activation event. The SBU recorded a similar BP dropping from 16 psi to zero, 16 minutes 38 seconds after the start-to-move event. The slightly different records of the running times were caused by the SBU record interval.

3.2.11

Analysis of the speed record around this turning point and extending to the final stop showed that this moment was the only event when dramatic speed change was observed. The speed turning point indicated most likely the time of the derailment. As no further impulse event was observed afterwards but the locomotive consist was separated before the final stop, it is reasonable to conclude that the separation very likely occurred at the same time of the derailment or at an indistinguishable time difference.

3.2.12

The lead locomotive continued travelling for 1 minute 42 seconds over 5016 feet, and stopped at 01:17:12 and Mile 116.30 in Event no. 10, on an ascending grade of 1%. The residual IND BC was 6 psi. The SBU recorded a 1-minute interval from the sudden BP pressure decrease to the stop, shorter than the travelling time of the locomotives. The SBU at the end of train was decelerated quicker by the derailed cars. After the derailment moment, EOT SBU separated from the locomotive consist, and no more corresponding events could be compared.

Table 2. Corresponding events in SBU records
Corresponding event no. SBU time
hhmmss
Time interval
hh:mm:ss
EOT BP
psi
MOV/STP Comments
1 182432   89 MOV  
2 183152 00:07:20 77 STP synch ref B
3          
4          
5          
6 194654   87 STP  
7          
8 204036   29 MOV synch ref A
9 205714 00:16:38 16 MOV  
10 205814 00:01:00 0 STP  

3.2.13

The IND BC dropped to zero at 01:17:39 in Event no. 11.

3.2.14

The front portion of the locomotive consist, MMA 5017, VB-1 and MMA5026, started to move backward at 02:45:06 in Event no. 12, 1 hour 27 minutes and 27 seconds after its first stop. In the later hand brake testing, it was discovered that the hand brake on MMA 5026 was not functional (LP187/2013). The residual hand brake retarding force from MMA 5017 and VB-1 could not hold the entire portion on the 1% grade anymore, so the front portion of the locomotive consist  started to move backward.

3.2.15

The front portion of the locomotive consist accelerated to a speed of 8 mph and abruptly decelerate at 02:46:23 in Event no. 13, after travelling for 1 minute 17 seconds and 475 feet. The front portion recontacted the rear portion of the locomotive consist and pushed it, moving both backward together.

3.2.16

The recoupled entire locomotive consist continued travelling for 19 seconds over 106 feet to the final stop at 02:46:42 in Event no. 14. The lead locomotive, MMA 5017, was located at Mile 116.41 (116.412 measured on site).

3.2.17

The standard report of Crossing 117.11 recorded a speed of 58 mph approximately 2 seconds after the derailment/separation/crossing activation moment. The corresponding LER speed record at the time was 63 mph. The crossing record of the train speed was not calibrated, while the LER speed records had been calibrated perfectly with the measured wheel size and travel distance between the departure and final stop locations. Therefore, the LER speed is taken as the official reference speed in this report.

4.0 Calculation of vehicle locations

4.1 Rest position before runaway

4.1.1

Upon request from the investigation team, the locations of vehicles in the train were calculated at the times of interest after the LER mileage channel was calibrated. With the location of the lead locomotive and the length of each vehicle in the train consist, an Excel template was developed to calculate the locations of vehicles, and this data was compared with the on-site measured locations and distances of interest. A number of cases were calculated (Appendix C).

4.1.2

The lead locomotive, MMA 5017, was located at Mile 8.01, Sherbrooke Subdivision, when the locomotive engineer started to apply automatic braking to stop the train at 22:43:26. The rear end of the train was located at Mile 8.89.

4.1.3

The train came to a stop at 22:49:12 and rested until it ran away. During this period, the train covered the track section from Mile 6.72 to Mile 7.60 (measured on site at 6.718 to Mile 7.596), Sherbrooke Subdivision. The average grade under the train was calculated to be 0.918% from the on-site survey data (LP167/2013).

4.2 Derailment/Separation moment

4.2.1

The train accelerated to the highest speed and abruptly decelerated at 01:15:30 when the lead locomotive was located at Mile 0.11, Sherbrooke Subdivision. This deceleration was identified to be the derailment moment, and very likely the separation occurred simultaneously or within an indistinguishable time difference. The rear end of the train was located at Mile 0.986. The train occupied the track section with crossing, switch and curves. The front portion of the train was on flat track while the rear portion was on a descending grade of 1.2% and 1.3%.

4.2.2

The group of cars no. 6 to no. 11 at this derailment/separation moment covered the area of a crossing, switch, and curves that require a speed limit of 10 mph. These derailed cars finally came to rest scattered along a curved line tangential to the main track (Figure 1). The final position of the derailed cars indicated that the derailment very likely occurred among the group of the cars at this section of vulnerable track (Figure 8).

Figure 8. Switch and curve where the derailment likely occurred

4.2.3

The derailment occurred suddenly at a high speed of 65 mph on the curve under a compression in-train force, causing a sudden change from compression into tension that probably broke the knuckles and separated the cars and locomotive consist. The cars in front of the first derailed car were likely swung out laterally, tangential to the curved track, landing in separated small groups in jackknifed positions. More analysis of the rollover due to over-speed and contribution of in-train force is presented in LP 188/2013.

4.3 Positions of locomotives after separation

4.3.1

After the derailment and the separation between the second and third locomotives, the LER records showed only the locations of the front portion of the locomotives up to the first stop at 01:17:12. The lead locomotive stopped at Mile 116.30, Moosehead Subdivision. The LER contained no data on the location of other separated locomotives.

4.3.2

Almost 1.5 hours later, the front portion of the locomotive consist started to move backward, and it recontacted the second part of the locomotive consist at 2:46:23. The recontact data showed that the third locomotive was stopped at Mile 116.412, 475 feet away from the first stop location of the second locomotive. The lead locomotive was at Mile 116.39 when the recontact occurred.

4.3.3

The recoupled locomotive consist moved backward (westward) together for another 106 feet and came to the final stop at 2:46:42. The lead locomotive came to rest at Mile 116.41.

5.0 Conclusions

5.1

The LER data was downloaded from the lead locomotive, MMA 5017, without calibration, and the LER records on the other locomotives not in possession of the TSB were not downloaded in time and were lost.

5.2

The LER downloaded data was calibrated with the measured wheel size and verified time reference of the detection of the train at the Crossing Mile 117.11. The adjusted LER travel distance perfectly matched the on-site survey of the distance between the departure and final stop locations of the lead locomotive. The LER speed records were calibrated accordingly and are considered very reliable.

5.3

The locomotive engineer applied the automatic brake and brought the train to a stop on the main track at Station Nantes. The automatic brake was released and the IND brake was applied on the locomotives together with hand brakes on the locomotive consist and the rail cars.

5.4

The engine of the lead locomotive was kept running until it was shut down after a fire was put out. The LER recorded that the throttle was moved from Idle to D position and the reverser record changed from 0 to 1 at 23:58:42.

5.5

The brake pipeline pressure (BP) began to drop about 7 minutes after the engine was shut down, but the IND BC pressure remained unchanged until 8 minutes later.

5.6

The BP dropped 15 psi in the first 8 minutes and continued dropping at an average rate of about 1 psi/min. The IND BC decreased at a similar rate and in a parallel delayed phase.

5.7

The train started to roll at 00:58:21 when the BP dropped to 32 psi and the IND BC dropped to 27 psi.

5.8

The train accelerated for 17 minutes 9 seconds to the highest speed of 65 mph, traveled 6.61 miles, then abruptly turned to steep deceleration at 01:15:30 with the lead locomotive at Mile 0.11, Sherbrooke Subdivision, indicating the time of the derailment. The BP dropped from 16 psi to zero in 1 second, indicating the separation of the train line.

5.9

The front part of the locomotive consist continued moving 5016 feet in 1 minute 42 seconds to the first stop at 1:17:12 at Mile 116.30 on a grade of 1%, and the IND BC decreased to 6 psi.

5.10

IND BC dropped to zero at 1:17:39.

5.11

The front part of the locomotive consist started to move backward at 2:45:06 after it had rested for 1 hour 27 minutes and 27 seconds on the 1% grade.

5.12

The front part of the locomotive consist moved backward 475 feet in 1 minute 17 seconds, accelerated to 8 mph, and recontacted the second part of the locomotive consist at 2:46:23.

5.13

The recoupled locomotive consist continued moving backward at a deceleration for 19 seconds and 106 feet before coming to the final stop on the grade at Mile 116.41, Moosehead Subdivision.

5.14

The SBU downloaded data verified that the EOT BP changed parallel with the train automatic brake application, but could not be synchronized due to the 60-second sampling interval and various propagation delays of the air brake along the train brake pipe.

5.15

The standard report at Crossing Mile 117.11 provided a verified reference of the detection of the train at the sensor location to calibrate the LER time channel, and allowed the synchronization of the downloaded LER and the crossing data.

5.16

The group of cars no. 6 to no. 11 at the derailment/separation moment covered the area of crossing, switch, and curves that require a speed limit of 10 mph. The final positions of these derailed cars indicated that the derailment very likely occurred among this group of cars at this section of vulnerable track.

5.17

The derailment occurred suddenly at a high speed of 65 mph on the curve under a compression in-train force, causing a sudden change from compression into tension that probably broke the knuckles and separated the cars and locomotive consist.

5.18

The cars in front of the first derailed car were likely swung out laterally, tangential to the curved track, landing in separated small groups in jackknifed positions.

5.19

The cars behind the first derailed car rushed into the pile-up one after another, at a decreasing rate of speed, until the last few cars in the train stopped before reaching the derailment.

Appendix A - Edited SBU download data

R13D0054 Lac-Mégantic runway and explosion EOT SBU download data

Edited portion for print since the train stopped and unattended

See original titled sheet for complete data

Abbreviations of channels
Abbreviation Definition
Message ID Message Type ID
PnM Pneumatic Mode
Serv Service Status
Valve Valve State
ERP Head ERP
TP Target Pressure
BS Battery Status
SR Sleep Reason
Tilt Tilt Indicator
EOT BP EOT Pressure (psi)
GV10 Generator Voltage * 10
MV10 Main Voltage * 10
BV10 Battery Voltage * 10
LBV10 Last Battery Test Stored Voltage * 10
BCm10 Battery Current ma * 10
Charg Charge State
EOTMI EOT Mode Indicator
HVM HVM Status
Motion Motion Status
TC10 Temperature C *10
Time(hhmmss.) Elapsed Time Timer Value and Day (hhmmss.sss)
Lat Latitude
Hph Hemisphere
Lgt Longitude
Hph Hemisphere
PFV Position Fix Validity
Date (ddmmyy) UTC Date (ddmmyy)
Edited SBU download data                                  
Mess ID PnM Serv Valve Tilt EOTBP EOTMI HVM Motion TC10 Time(hhmmss.)
BTSTRT REL AAR REL V 84 AIR o STP 44 152352.687
SWSTRT REL AAR REL V 85 AIR * MOV 44 152422.686
PRES_C REL AAR REL V 86 AIR o MOV 44 152450.684
PRES_C REL AAR REL V 82 AIR o MOV 44 152517.682
PRES_C REL AAR REL V 82 AIR o MOV 44 152518.682
PRES_C REL AAR REL V 80 AIR o MOV 44 152521.682
PRES_C REL AAR REL V 78 AIR o MOV 54 152621.679
60_SEC REL AAR REL V 77 AIR o MOV 44 152722.675
PRES_C REL AAR REL V 77 AIR o MOV 44 152806.672
PRES_C REL AAR REL V 80 AIR o MOV 44 152907.669
PRES_C REL AAR REL V 83 AIR o MOV 44 152908.669
PRES_C REL AAR REL V 83 AIR o MOV 44 152909.668
PRES_C REL AAR REL V 81 AIR o MOV 44 152914.668
PRES_C REL AAR REL V 83 AIR o MOV 44 152943.666
PRES_C REL AAR REL V 79 AIR o MOV 44 153005.665
PRES_C REL AAR REL V 77 AIR o MOV 44 153008.665
60_SEC REL AAR REL V 77 AIR o MOV 44 153108.661
PRES_C REL AAR REL V 77 AIR o MOV 44 153121.661
60_SEC REL AAR REL V 75 AIR o MOV 44 153222.657
PRES_C REL AAR REL V 75 AIR o MOV 44 153255.655
60_SEC REL AAR REL V 74 AIR o MOV 44 153356.651
60_SEC REL AAR REL V 74 AIR o MOV 44 153456.648
60_SEC REL AAR REL V 74 AIR o MOV 44 153557.644
60_SEC REL AAR REL V 74 AIR o MOV 44 153657.641
60_SEC REL AAR REL V 74 AIR o MOV 44 153758.637
60_SEC REL AAR REL V 74 AIR o MOV 44 153859.633
BTSTRT REL AAR REL V 74 AIR o MOV 44 153901.633
SWSTRT REL AAR REL V 74 AIR o MOV 34 153931.631
60_SEC REL AAR REL V 74 AIR o MOV 34 154032.628
60_SEC REL AAR REL V 74 AIR o MOV 34 154132.624
PRES_C REL AAR REL V 72 AIR o MOV 44 154230.621
60_SEC REL AAR REL V 71 AIR o MOV 34 154330.617
PRES_C REL AAR REL V 71 AIR o MOV 34 154340.616
60_SEC REL AAR REL V 70 AIR o MOV 34 154441.613
PRES_C REL AAR REL V 78 AIR o MOV 34 154447.612
PRES_C REL AAR REL V 79 AIR o MOV 34 154448.612
PRES_C REL AAR REL V 80 AIR o MOV 34 154544.609
PRES_C REL AAR REL V 81 AIR o MOV 34 154627.606
PRES_C REL AAR REL V 83 AIR o MOV 34 154721.603
60_SEC REL AAR REL V 85 AIR o MOV 34 154821.600
PRES_C REL AAR REL V 86 AIR o MOV 34 154836.599
60_SEC REL AAR REL V 87 AIR o MOV 34 154937.595
60_SEC REL AAR REL V 87 AIR o MOV 34 155037.592
PRES_C REL AAR REL V 87 AIR o MOV 34 155053.591
60_SEC REL AAR REL V 88 AIR o MOV 34 155153.587
60_SEC REL AAR REL V 88 AIR o MOV 34 155254.583
60_SEC REL AAR REL V 88 AIR o MOV 34 155354.580
BTSTRT REL AAR REL V 89 AIR o MOV 34 155409.579
SWSTRT REL AAR REL V 88 AIR o MOV 34 155440.577
60_SEC REL AAR REL V 89 AIR o MOV 34 155540.573
60_SEC REL AAR REL V 89 AIR o MOV 34 155641.570
60_SEC REL AAR REL V 89 AIR o MOV 34 155742.566
60_SEC REL AAR REL V 89 AIR o MOV 34 155842.563
60_SEC REL AAR REL V 89 AIR o MOV 34 155943.559
60_SEC REL AAR REL V 89 AIR o MOV 34 160043.555
60_SEC REL AAR REL V 89 AIR o MOV 34 160144.552
60_SEC REL AAR REL V 89 AIR o MOV 34 160244.548
60_SEC REL AAR REL V 89 AIR o MOV 34 160345.544
60_SEC REL AAR REL V 89 AIR o MOV 34 160446.541
60_SEC REL AAR REL V 89 AIR o MOV 34 160546.537
60_SEC REL AAR REL V 89 AIR o MOV 34 160647.534
60_SEC REL AAR REL V 89 AIR o MOV 34 160747.530
60_SEC REL AAR REL V 89 AIR o MOV 34 160848.526
BTSTRT REL AAR REL V 89 AIR o MOV 34 160918.525
SWSTRT REL AAR REL V 89 AIR o MOV 34 160948.523
60_SEC REL AAR REL H 89 AIR o MOV 34 161049.519
60_SEC REL AAR REL V 89 AIR o MOV 34 161150.515
60_SEC REL AAR REL V 89 AIR o MOV 34 161250.512
60_SEC REL AAR REL V 89 AIR o MOV 34 161351.508
60_SEC REL AAR REL H 88 AIR o MOV 34 161451.505
60_SEC REL AAR REL V 89 AIR o MOV 34 161552.501
60_SEC REL AAR REL V 89 AIR o MOV 34 161653.497
60_SEC REL AAR REL V 88 AIR o MOV 34 161753.494
60_SEC REL AAR REL V 89 AIR o MOV 34 161854.490
60_SEC REL AAR REL V 89 AIR o MOV 34 161954.487
60_SEC REL AAR REL H 89 AIR o MOV 24 162055.483
60_SEC REL AAR REL V 88 AIR * MOV 24 162155.479
PRES_C REL AAR REL V 84 AIR * MOV 24 162227.477
PRES_C REL AAR REL V 83 AIR * MOV 34 162229.477
PRES_C REL AAR REL V 81 AIR * MOV 24 162316.474
PRES_C REL AAR REL V 79 AIR * MOV 24 162335.473
PRES_C REL AAR REL V 84 AIR * MOV 24 162424.470
PRES_C REL AAR REL V 86 AIR * MOV 24 162425.470
BTSTRT REL AAR REL V 84 AIR * MOV 24 162427.470
PRES_C REL AAR REL V 84 AIR * MOV 24 162433.470
PRES_C REL AAR REL V 84 AIR * MOV 34 162452.469
SWSTRT REL AAR REL V 85 AIR * MOV 24 162457.468
60_SEC REL AAR REL V 86 AIR * MOV 24 162558.465
PRES_C REL AAR REL V 86 AIR * MOV 24 162619.464
60_SEC REL AAR REL V 87 AIR * MOV 14 162720.460
60_SEC REL AAR REL V 88 AIR * MOV 24 162820.456
60_SEC REL AAR REL V 88 AIR * MOV 24 162921.453
60_SEC REL AAR REL V 88 AIR * MOV 24 163021.449
PRES_C REL AAR REL V 88 AIR * MOV 24 163121.446
60_SEC REL AAR REL V 88 AIR * MOV 24 163221.442
60_SEC REL AAR REL H 88 AIR * MOV 24 163322.438
60_SEC REL AAR REL V 89 AIR * MOV 24 163423.435
60_SEC REL AAR REL V 88 AIR * MOV 24 163523.431
60_SEC REL AAR REL V 89 AIR * MOV 24 163624.427
60_SEC REL AAR REL V 89 AIR * MOV 24 163724.424
60_SEC REL AAR REL V 89 AIR * MOV 24 163825.420
60_SEC REL AAR REL H 89 AIR * MOV 24 163926.417
BTSTRT REL AAR REL V 89 AIR * MOV 24 163936.416
SWSTRT REL AAR REL V 88 AIR * MOV 24 164006.414
60_SEC REL AAR REL V 88 AIR * MOV 24 164107.411
60_SEC REL AAR REL V 88 AIR * MOV 24 164207.407
60_SEC REL AAR REL V 88 AIR * MOV 24 164308.403
PRES_C REL AAR REL V 85 AIR * MOV 24 164345.401
PRES_C REL AAR REL V 84 AIR * MOV 24 164346.401
PRES_C REL AAR REL V 83 AIR * MOV 24 164348.401
PRES_C REL AAR REL V 81 AIR * MOV 24 164411.400
PRES_C REL AAR REL V 79 AIR * MOV 24 164440.398
PRES_C REL AAR REL V 77 AIR * MOV 14 164507.396
PRES_C REL AAR REL V 75 AIR * MOV 24 164535.394
PRES_C REL AAR REL V 83 AIR * MOV 24 164611.392
PRES_C REL AAR REL V 84 AIR * MOV 24 164612.392
PRES_C REL AAR REL V 82 AIR * MOV 24 164617.392
PRES_C REL AAR REL V 83 AIR * MOV 14 164708.389
60_SEC REL AAR REL V 85 AIR * MOV 14 164809.385
PRES_C REL AAR REL V 85 AIR * MOV 14 164815.385
60_SEC REL AAR REL V 87 AIR * MOV 24 164915.381
60_SEC REL AAR REL V 87 AIR * MOV 24 165016.378
PRES_C REL AAR REL V 87 AIR * MOV 14 165021.377
60_SEC REL AAR REL V 88 AIR * MOV 14 165121.374
PRES_C REL AAR REL V 84 AIR * MOV 14 165221.370
PRES_C REL AAR REL V 82 AIR * MOV 14 165224.370
PRES_C REL AAR REL V 81 AIR * MOV 24 165253.368
PRES_C REL AAR REL V 79 AIR * MOV 14 165303.368
PRES_C REL AAR REL V 78 AIR * MOV 14 165338.366
60_SEC REL AAR REL V 76 AIR * MOV 14 165438.362
BTSTRT REL AAR REL V 76 AIR * MOV 14 165444.362
SWSTRT REL AAR REL H 76 AIR * MOV 14 165515.360
60_SEC REL AAR REL V 76 AIR * MOV 14 165615.356
60_SEC REL AAR REL V 76 AIR * MOV 14 165716.353
60_SEC REL AAR REL V 76 AIR * MOV 14 165816.349
60_SEC REL AAR REL V 76 AIR * MOV 14 165917.345
60_SEC REL AAR REL H 76 AIR * MOV 14 170018.342
60_SEC REL AAR REL V 76 AIR * MOV 14 170118.338
60_SEC REL AAR REL V 76 AIR * MOV 14 170219.335
60_SEC REL AAR REL V 76 AIR * MOV 4 170319.331
60_SEC REL AAR REL V 76 AIR * MOV 14 170420.327
60_SEC REL AAR REL V 76 AIR * MOV 14 170521.324
60_SEC REL AAR REL V 76 AIR * MOV 4 170621.320
60_SEC REL AAR REL V 76 AIR * MOV 14 170722.316
60_SEC REL AAR REL V 76 AIR * MOV 4 170822.313
60_SEC REL AAR REL V 76 AIR * MOV 14 170923.309
PRES_C REL AAR REL V 84 AIR * MOV 4 170931.309
PRES_C REL AAR REL V 84 AIR * MOV 4 170932.309
PRES_C REL AAR REL V 82 AIR * MOV 4 170938.308
BTSTRT REL AAR REL V 82 AIR * MOV 4 170953.307
PRES_C REL AAR REL V 84 AIR * MOV 14 171019.306
SWSTRT REL AAR REL V 84 AIR * MOV 14 171023.306
60_SEC REL AAR REL V 85 AIR * MOV 14 171124.302
PRES_C REL AAR REL V 85 AIR * MOV 14 171132.301
60_SEC REL AAR REL V 87 AIR * MOV 14 171233.298
60_SEC REL AAR REL V 87 AIR * MOV 4 171333.294
PRES_C REL AAR REL V 88 AIR * MOV 14 171354.293
60_SEC REL AAR REL V 88 AIR * MOV 4 171455.289
60_SEC REL AAR REL V 88 AIR * MOV 4 171556.286
60_SEC REL AAR REL V 88 AIR * MOV 4 171656.282
60_SEC REL AAR REL V 88 AIR * MOV 4 171757.278
60_SEC REL AAR REL V 88 AIR * MOV 14 171857.275
60_SEC REL AAR REL V 88 AIR * MOV 4 171958.271
60_SEC REL AAR REL V 88 AIR * MOV 14 172058.268
60_SEC REL AAR REL V 88 AIR * MOV 14 172159.264
60_SEC REL AAR REL V 88 AIR * MOV 4 172300.260
60_SEC REL AAR REL V 88 AIR * MOV 4 172400.257
60_SEC REL AAR REL V 88 AIR * MOV 14 172501.253
BTSTRT REL AAR REL V 88 AIR * MOV 4 172502.253
SWSTRT REL AAR REL V 88 AIR * MOV 4 172532.251
60_SEC REL AAR REL V 88 AIR * MOV 4 172633.248
60_SEC REL AAR REL V 88 AIR * MOV 4 172733.244
60_SEC REL AAR REL V 88 AIR * MOV 14 172834.240
60_SEC REL AAR REL V 88 AIR * MOV 4 172934.237
60_SEC REL AAR REL V 88 AIR * MOV 14 173035.233
60_SEC REL AAR REL V 88 AIR * MOV 4 173136.230
60_SEC REL AAR REL V 88 AIR * MOV 4 173236.226
60_SEC REL AAR REL V 88 AIR * MOV 4 173337.222
60_SEC REL AAR REL V 88 AIR * MOV 4 173437.219
60_SEC REL AAR REL V 88 AIR * MOV 4 173538.215
60_SEC REL AAR REL V 88 AIR * MOV 4 173639.211
60_SEC REL AAR REL V 88 AIR * MOV 4 173739.208
60_SEC REL AAR REL V 88 AIR * MOV 4 173840.204
60_SEC REL AAR REL V 88 AIR * MOV 4 173940.201
BTSTRT REL AAR REL V 88 AIR * MOV 4 174011.199
SWSTRT REL AAR REL H 88 AIR * MOV 4 174041.197
60_SEC REL AAR REL H 88 AIR * MOV 4 174141.193
60_SEC REL AAR REL V 88 AIR * MOV 4 174242.190
60_SEC REL AAR REL V 88 AIR * MOV 4 174343.186
60_SEC REL AAR REL V 88 AIR * MOV 4 174443.183
60_SEC REL AAR REL V 88 AIR * MOV 4 174544.179
60_SEC REL AAR REL V 88 AIR * MOV 4 174644.175
60_SEC REL AAR REL V 88 AIR * MOV 4 174745.172
60_SEC REL AAR REL V 88 AIR * MOV 4 174845.168
60_SEC REL AAR REL V 88 AIR * MOV 4 174946.164
60_SEC REL AAR REL V 88 AIR * MOV 4 175047.161
60_SEC REL AAR REL V 88 AIR * MOV 4 175147.157
60_SEC REL AAR REL V 88 AIR * MOV 4 175248.154
60_SEC REL AAR REL V 88 AIR * MOV 4 175348.150
60_SEC REL AAR REL V 88 AIR * MOV 4 175449.146
BTSTRT REL AAR REL V 88 AIR * MOV 4 175519.145
SWSTRT REL AAR REL V 88 AIR * MOV 4 175550.143
60_SEC REL AAR REL V 88 AIR * MOV 4 175650.139
60_SEC REL AAR REL V 88 AIR * MOV 4 175751.135
60_SEC REL AAR REL V 88 AIR * MOV 4 175851.132
60_SEC REL AAR REL V 88 AIR * MOV 4 175952.128
60_SEC REL AAR REL V 88 AIR * MOV 4 180052.125
60_SEC REL AAR REL V 88 AIR * MOV 4 180153.121
60_SEC REL AAR REL V 88 AIR * MOV 4 180254.117
60_SEC REL AAR REL V 88 AIR * MOV 250 180354.114
60_SEC REL AAR REL V 88 AIR * MOV 4 180455.110
PRES_C REL AAR REL V 84 AIR * MOV 4 180500.110
PRES_C REL AAR REL V 83 AIR * MOV 4 180501.110
PRES_C REL AAR REL V 82 AIR * MOV 4 180503.110
60_SEC REL AAR REL V 82 AIR * MOV 4 180603.106
PRES_C REL AAR REL V 86 AIR * MOV 4 180605.106
PRES_C REL AAR REL H 82 AIR * MOV 4 180700.103
PRES_C REL AAR REL V 80 AIR * MOV 250 180703.102
PRES_C REL AAR REL V 78 AIR * MOV 4 180752.100
PRES_C REL AAR REL V 84 AIR * MOV 4 180835.097
PRES_C REL AAR REL V 83 AIR * MOV 4 180836.097
PRES_C REL AAR REL H 82 AIR * MOV 4 180840.097
PRES_C REL AAR REL V 84 AIR * MOV 4 180910.095
60_SEC REL AAR REL V 85 AIR * MOV 4 181011.091
PRES_C REL AAR REL V 86 AIR * MOV 4 181019.091
BTSTRT REL AAR REL V 86 AIR * MOV 250 181028.090
SWSTRT REL AAR REL V 86 AIR * MOV 250 181058.088
60_SEC REL AAR REL V 87 AIR * MOV 250 181159.085
PRES_C REL AAR REL V 88 AIR * MOV 4 181225.083
60_SEC REL AAR REL V 88 AIR * MOV 250 181326.080
60_SEC REL AAR REL V 88 AIR * MOV 250 181426.076
60_SEC REL AAR REL H 88 AIR * MOV 250 181527.072
60_SEC REL AAR REL V 89 AIR * MOV 250 181627.069
60_SEC REL AAR REL H 89 AIR * MOV 250 181728.065
60_SEC REL AAR REL V 89 AIR * MOV 250 181829.061
60_SEC REL AAR REL H 89 AIR * MOV 250 181929.058
60_SEC REL AAR REL V 88 AIR * MOV 4 182030.054
60_SEC REL AAR REL V 89 AIR * MOV 250 182130.051
60_SEC REL AAR REL V 89 AIR * MOV 250 182231.047
60_SEC REL AAR REL H 88 AIR * MOV 250 182331.043
60_SEC REL AAR REL V 89 AIR * MOV 250 182432.04
PRES_C REL AAR REL V 84 AIR * MOV 250 182512.037
PRES_C REL AAR REL V 82 AIR * MOV 250 182515.037
BTSTRT REL AAR REL V 82 AIR * MOV 250 182537.036
SWSTRT REL AAR REL H 82 AIR * MOV 250 182607.034
60_SEC REL AAR REL V 82 AIR * MOV 240 182708.030
PRES_C REL AAR REL V 81 AIR * MOV 250 182719.030
PRES_C REL AAR REL V 79 AIR * MOV 250 182752.028
PRES_C REL AAR REL V 77 AIR * MOV 250 182851.024
60_SEC REL AAR REL V 77 AIR * MOV 250 182951.021
60_SEC REL AAR REL V 76 AIR * MOV 250 183052.017
60_SEC REL AAR REL V 77 AIR * STP 250 183152.014
60_SEC REL AAR REL V 77 AIR * STP 240 183253.010
60_SEC REL AAR REL V 77 AIR * STP 250 183353.006
60_SEC REL AAR REL V 77 AIR * STP 250 183454.003
60_SEC REL AAR REL V 77 AIR * STP 250 183554.999
60_SEC REL AAR REL V 77 AIR * STP 240 183654.995
60_SEC REL AAR REL V 77 AIR * STP 250 183755.992
60_SEC REL AAR REL V 77 AIR * STP 240 183855.988
60_SEC REL AAR REL V 77 AIR * STP 240 183956.985
BTSTRT REL AAR REL V 77 AIR * STP 240 184044.982
SWSTRT REL AAR REL V 77 AIR * STP 240 184115.980
60_SEC REL AAR REL V 77 AIR * STP 240 184215.976
60_SEC REL AAR REL V 77 AIR * STP 250 184316.973
60_SEC REL AAR REL V 77 AIR * STP 240 184416.969
60_SEC REL AAR REL V 77 AIR * STP 240 184517.965
PRES_C REL AAR REL V 83 AIR * STP 240 184522.965
PRES_C REL AAR REL V 85 AIR * STP 240 184523.965
PRES_C REL AAR REL V 85 AIR * STP 240 184524.965
PRES_C REL AAR REL V 83 AIR * STP 240 184528.965
PRES_C REL AAR REL V 80 AIR * MOV 240 184601.963
PRES_C REL AAR REL V 78 AIR * MOV 240 184604.963
PRES_C REL AAR REL V 80 AIR * MOV 240 184613.962
PRES_C REL AAR REL V 82 AIR * STP 240 184632.961
PRES_C REL AAR REL V 84 AIR * STP 240 184703.959
60_SEC REL AAR REL V 85 AIR * STP 240 184804.955
PRES_C REL AAR REL V 85 AIR * STP 240 184816.955
60_SEC REL AAR REL V 86 AIR * STP 240 184916.951
60_SEC REL AAR REL V 87 AIR * STP 240 185017.947
PRES_C REL AAR REL V 87 AIR * STP 240 185110.944
60_SEC REL AAR REL V 88 AIR * STP 240 185210.941
60_SEC REL AAR REL V 88 AIR * STP 240 185311.937
60_SEC REL AAR REL V 88 AIR * STP 240 185411.933
60_SEC REL AAR REL V 88 AIR * STP 240 185512.930
BTSTRT REL AAR REL V 88 AIR * STP 240 185553.927
SWSTRT REL AAR REL V 88 AIR * STP 240 185624.926
60_SEC REL AAR REL V 88 AIR * STP 240 185724.922
60_SEC REL AAR REL V 88 AIR * STP 240 185825.918
60_SEC REL AAR REL V 88 AIR * STP 240 185925.915
60_SEC REL AAR REL V 88 AIR * STP 240 190026.911
60_SEC REL AAR REL V 88 AIR * STP 240 190126.907
60_SEC REL AAR REL V 88 AIR * STP 240 190227.904
60_SEC REL AAR REL V 88 AIR * STP 230 190328.900
60_SEC REL AAR REL V 88 AIR * STP 230 190428.897
60_SEC REL AAR REL V 88 AIR * STP 230 190529.893
60_SEC REL AAR REL V 88 AIR * STP 230 190629.889
60_SEC REL AAR REL V 88 AIR * STP 230 190730.886
60_SEC REL AAR REL V 88 AIR * STP 230 190831.882
60_SEC REL AAR REL V 88 AIR * STP 230 190931.879
60_SEC REL AAR REL V 88 AIR * STP 230 191032.875
BTSTRT REL AAR REL V 88 AIR * STP 230 191102.873
SWSTRT REL AAR REL V 88 AIR * STP 230 191132.871
60_SEC REL AAR REL V 88 AIR * STP 230 191233.868
60_SEC REL AAR REL V 88 AIR * STP 240 191333.864
60_SEC REL AAR REL V 88 AIR * STP 230 191434.860
60_SEC REL AAR REL V 88 AIR * STP 230 191535.857
60_SEC REL AAR REL V 88 AIR * STP 230 191635.853
60_SEC REL AAR REL V 88 AIR * STP 230 191736.850
60_SEC REL AAR REL V 88 AIR * STP 230 191836.846
60_SEC REL AAR REL V 88 AIR * STP 230 191937.842
60_SEC REL AAR REL V 88 AIR * STP 230 192038.839
60_SEC REL AAR REL V 88 AIR * STP 230 192138.835
60_SEC REL AAR REL V 88 AIR * STP 230 192239.831
60_SEC REL AAR REL V 88 AIR * STP 230 192339.828
60_SEC REL AAR REL V 88 AIR * STP 230 192440.824
60_SEC REL AAR REL V 88 AIR * STP 230 192541.821
BTSTRT REL AAR REL V 88 AIR * STP 230 192611.819
SWSTRT REL AAR REL V 88 AIR * STP 230 192641.817
60_SEC REL AAR REL V 88 AIR * STP 230 192742.813
60_SEC REL AAR REL V 88 AIR * STP 230 192842.810
60_SEC REL AAR REL V 88 AIR * STP 230 192943.806
60_SEC REL AAR REL V 88 AIR * STP 230 193043.803
60_SEC REL AAR REL V 88 AIR * STP 230 193144.799
60_SEC REL AAR REL V 88 AIR * STP 230 193245.795
60_SEC REL AAR REL V 88 AIR * STP 230 193345.792
60_SEC REL AAR REL V 88 AIR * STP 230 193446.788
60_SEC REL AAR REL V 88 AIR * STP 230 193546.784
60_SEC REL AAR REL V 88 AIR * STP 230 193647.781
60_SEC REL AAR REL V 88 AIR * STP 230 193748.777
60_SEC REL AAR REL V 88 AIR * STP 230 193848.774
60_SEC REL AAR REL V 88 AIR * STP 230 193949.770
60_SEC REL AAR REL V 88 AIR * STP 230 194049.766
BTSTRT REL AAR REL V 88 AIR * STP 230 194120.764
SWSTRT REL AAR REL V 88 AIR * STP 220 194150.763
60_SEC REL AAR REL V 88 AIR * STP 230 194251.759
60_SEC REL AAR REL V 88 AIR * STP 230 194351.755
60_SEC REL AAR REL V 88 AIR * STP 220 194452.752
60_SEC REL AAR REL V 88 AIR * STP 220 194552.748
60_SEC REL AAR REL V 87 AIR * STP 220 194653.745
60_SEC REL AAR REL V 87 AIR * STP 230 194753.741
PRES_C REL AAR REL V 86 AIR * STP 230 194813.740
60_SEC REL AAR REL V 85 AIR * STP 220 194913.736
PRES_C REL AAR REL V 85 AIR * STP 220 194935.735
60_SEC REL AAR REL V 83 AIR * STP 220 195036.731
PRES_C REL AAR REL V 83 AIR * STP 220 195052.730
60_SEC REL AAR REL V 81 AIR * STP 220 195153.727
PRES_C REL AAR REL V 81 AIR * STP 230 195212.726
60_SEC REL AAR REL V 79 AIR * STP 220 195313.722
PRES_C REL AAR REL V 78 AIR * STP 220 195331.721
60_SEC REL AAR REL V 77 AIR * STP 220 195431.717
PRES_C REL AAR REL V 77 AIR * STP 220 195448.716
60_SEC REL AAR REL V 75 AIR * STP 220 195549.713
PRES_C REL AAR REL V 74 AIR * STP 220 195558.712
BTSTRT REL AAR REL V 74 AIR * STP 220 195628.710
SWSTRT REL AAR REL V 73 AIR * STP 230 195659.708
PRES_C REL AAR REL V 73 AIR * STP 220 195720.707
60_SEC REL AAR REL V 71 AIR * STP 220 195820.704
PRES_C REL AAR REL V 71 AIR * STP 220 195845.702
60_SEC REL AAR REL V 69 AIR * STP 220 195945.698
PRES_C REL AAR REL V 68 AIR * STP 230 200011.697
60_SEC REL AAR REL V 67 AIR * STP 230 200112.693
PRES_C REL AAR REL V 66 AIR * STP 220 200135.692
60_SEC REL AAR REL V 65 AIR * STP 220 200236.688
PRES_C REL AAR REL V 65 AIR * STP 220 200304.687
CHRGST REL AAR REL V 65 AIR * STP 220 200306.686
CHRGST REL AAR REL V 64 AIR * STP 220 200307.686
CHRGST REL AAR REL V 64 AIR * STP 220 200309.686
CHRGST REL AAR REL V 64 AIR * STP 220 200311.686
60_SEC REL AAR REL V 63 AIR * STP 220 200412.682
PRES_C REL AAR REL V 62 AIR * STP 230 200438.681
60_SEC REL AAR REL V 61 AIR * STP 220 200539.677
PRES_C REL AAR REL V 61 AIR * STP 230 200617.675
60_SEC REL AAR REL V 59 AIR * STP 220 200718.671
PRES_C REL AAR REL V 59 AIR * STP 220 200757.669
60_SEC REL AAR REL V 57 AIR * STP 220 200858.665
PRES_C REL AAR REL V 57 AIR * STP 220 200938.663
60_SEC REL AAR REL V 55 AIR * STP 220 201039.659
PRES_C REL AAR REL V 54 AIR * STP 230 201126.657
BTSTRT REL AAR REL V 54 AIR * STP 220 201137.656
SWSTRT REL AAR REL V 54 AIR * STP 220 201207.654
60_SEC REL AAR REL V 53 AIR * STP 220 201308.650
PRES_C REL AAR REL V 53 AIR * STP 220 201314.650
60_SEC REL AAR REL V 52 AIR * STP 220 201415.646
PRES_C REL AAR REL V 51 AIR * STP 220 201506.643
60_SEC REL AAR REL V 50 AIR * STP 220 201607.640
PRES_C REL AAR REL V 49 AIR * STP 220 201701.637
60_SEC REL AAR REL V 48 AIR * STP 220 201802.633
CHRGST REL AAR REL V 47 AIR * STP 220 201821.632
CHRGST REL AAR REL V 47 AIR * STP 220 201822.632
BTSTRT REL AAR REL V 47 AIR * STP 220 201823.632
SWSTRT REL AAR REL V 47 AIR * STP 220 201853.630
PRES_C REL AAR REL V 46 AIR * STP 230 201900.629
CHRGST REL AAR REL V 46 AIR * STP 220 201924.628
CHRGST REL AAR REL V 46 AIR * STP 220 201929.628
60_SEC REL AAR REL V 45 AIR * STP 220 202029.624
PRES_C REL AAR REL V 45 AIR * STP 220 202101.622
60_SEC REL AAR REL V 44 AIR * STP 220 202201.619
60_SEC REL AAR REL V 43 AIR * STP 220 202302.615
PRES_C REL AAR REL V 43 AIR * STP 220 202306.615
60_SEC REL AAR REL V 42 AIR * STP 220 202406.611
CHRGST REL AAR REL V 41 AIR * STP 220 202505.608
CHRGST REL AAR REL V 41 AIR * STP 220 202510.607
BTSTRT REL AAR REL V 41 AIR * STP 220 202511.607
PRES_C REL AAR REL V 41 AIR * STP 220 202517.607
SWSTRT REL AAR REL V 40 AIR * STP 220 202541.605
CHRGST REL AAR REL V 40 AIR * STP 220 202612.604
CHRGST REL AAR REL V 40 AIR * STP 220 202625.603
PRES_C REL AAR REL V 38 AIR * STP 220 202722.599
60_SEC REL AAR REL V 38 AIR * STP 210 202823.596
60_SEC REL AAR REL V 37 AIR * STP 220 202923.592
PRES_C REL AAR REL V 37 AIR * STP 220 202942.591
60_SEC REL AAR REL V 36 AIR * STP 220 203042.588
60_SEC REL AAR REL V 35 BAT * STP 210 203143.584
PRES_C REL AAR REL V 35 BAT * STP 220 203207.582
60_SEC REL AAR REL V 34 BAT * STP 210 203307.579
60_SEC REL AAR REL V 33 BAT * STP 210 203408.575
PRES_C REL AAR REL V 32 BAT * STP 220 203440.573
60_SEC REL AAR REL V 32 BAT * STP 220 203540.570
60_SEC REL AAR REL V 31 BAT * STP 210 203641.566
PRES_C REL AAR REL V 31 BAT * STP 210 203734.563
60_SEC REL AAR REL V 30 BAT * STP 220 203834.559
60_SEC REL AAR REL V 29 BAT * STP 210 203935.556
60_SEC REL AAR REL V 29 BAT * MOV 210 204035.552
PRES_C REL AAR REL V 29 BAT * MOV 210 204055.551
60_SEC REL AAR REL V 28 BAT * MOV 220 204156.547
60_SEC REL AAR REL V 27 BAT * MOV 210 204256.544
60_SEC REL AAR REL V 27 BAT * MOV 220 204357.540
PRES_C REL AAR REL V 27 BAT * MOV 210 204428.538
60_SEC REL AAR REL V 26 BAT * MOV 210 204528.535
60_SEC REL AAR REL V 25 BAT * MOV 210 204629.531
60_SEC REL AAR REL H 25 BAT * MOV 210 204729.527
PRES_C REL AAR REL V 25 BAT * MOV 210 204803.525
60_SEC REL AAR REL V 24 BAT * MOV 210 204904.522
60_SEC REL AAR REL V 23 BAT * MOV 210 205004.518
60_SEC REL AAR REL V 23 BAT * MOV 210 205105.514
PRES_C REL AAR REL V 22 BAT * MOV 210 205132.513
60_SEC REL AAR REL V 22 BAT * MOV 210 205232.509
60_SEC REL AAR REL V 21 BAT * MOV 210 205333.506
PRES_C REL AAR REL V 21 BAT * MOV 210 205426.502
60_SEC REL AAR REL V 20 BAT * MOV 220 205526.499
60_SEC REL AAR REL H 19 BAT * MOV 210 205627.495
PRES_C REL AAR REL H 19 BAT * MOV 220 205645.494
PRES_C REL AAR REL V 16 BAT * MOV 210 205710.493
PRES_C REL AAR REL V 0 BAT * MOV 220 205714.492
60_SEC REL AAR REL V 0 BAT * STP 210 205814.489
60_SEC REL AAR REL V 0 BAT * STP 210 205915.485
60_SEC REL AAR REL V 0 BAT * STP 220 210015.482
60_SEC REL AAR REL V 0 BAT * STP 220 210116.478
60_SEC REL AAR REL V 0 BAT * STP 210 210216.474
60_SEC REL AAR REL V 0 BAT * STP 220 210316.471
60_SEC REL AAR REL V 0 BAT * STP 220 210417.467
60_SEC REL AAR REL V 0 BAT * STP 220 210517.464
60_SEC REL AAR REL V 0 BAT * STP 220 210618.460
60_SEC REL AAR REL V 0 BAT * STP 220 210718.456
60_SEC REL AAR REL V 0 BAT * STP 220 210819.453
60_SEC REL AAR REL V 0 BAT * STP 220 210919.449
60_SEC REL AAR REL V 0 BAT * STP 220 211019.446
60_SEC REL AAR REL V 0 BAT * STP 220 211120.442
60_SEC REL AAR REL V 0 BAT * STP 220 211220.438
60_SEC REL AAR REL V 0 BAT * STP 220 211321.435
60_SEC REL AAR REL V 0 BAT * STP 220 211421.431
60_SEC REL AAR REL V 0 BAT * STP 220 211521.427
60_SEC REL AAR REL V 0 BAT * STP 220 211622.424
60_SEC REL AAR REL V 0 BAT * STP 220 211722.420
60_SEC REL AAR REL V 0 BAT * STP 220 211823.417
60_SEC REL AAR REL V 0 BAT * STP 220 211923.413
60_SEC REL AAR REL V 0 BAT * STP 220 212024.409
60_SEC REL AAR REL V 0 BAT * STP 220 212124.406
60_SEC REL AAR REL V 0 BAT * STP 220 212224.402
60_SEC REL AAR REL V 0 BAT * STP 230 212325.399
60_SEC REL AAR REL V 0 BAT * STP 220 212425.395
60_SEC REL AAR REL V 0 BAT * STP 220 212526.391
60_SEC REL AAR REL V 0 BAT * STP 220 212626.388
60_SEC REL AAR REL V 0 BAT * STP 230 212726.384
60_SEC REL AAR REL V 0 BAT * STP 220 212827.380
60_SEC REL AAR REL V 0 BAT * STP 220 212927.377
60_SEC REL AAR REL V 0 BAT * STP 220 213028.373
60_SEC REL AAR REL V 0 BAT * STP 230 213128.370
60_SEC REL AAR REL V 0 BAT * STP 220 213228.366
60_SEC REL AAR REL V 0 BAT * STP 220 213329.362
60_SEC REL AAR REL V 0 BAT * STP 220 213429.359
60_SEC REL AAR REL V 0 BAT * STP 220 213530.355
60_SEC REL AAR REL V 0 BAT * STP 220 213630.352
60_SEC REL AAR REL V 0 BAT * STP 220 213731.348
60_SEC REL AAR REL V 0 BAT * STP 220 213831.344
60_SEC REL AAR REL V 0 BAT * STP 220 213931.341
60_SEC REL AAR REL V 0 BAT * STP 230 214032.337
60_SEC REL AAR REL V 0 BAT * STP 220 214132.334
60_SEC REL AAR REL V 0 BAT * STP 220 214233.330
60_SEC REL AAR REL V 0 BAT * STP 220 214333.326
60_SEC REL AAR REL V 0 BAT * STP 220 214433.323
60_SEC REL AAR REL V 0 BAT * STP 220 214534.319
60_SEC REL AAR REL V 0 BAT * STP 230 214634.316
60_SEC REL AAR REL V 0 BAT * STP 220 214735.312
60_SEC REL AAR REL V 0 BAT * STP 230 214835.308
60_SEC REL AAR REL V 0 BAT * STP 220 214935.305
60_SEC REL AAR REL V 0 BAT * STP 220 215036.301
60_SEC REL AAR REL V 0 BAT * STP 230 215136.298
60_SEC REL AAR REL V 0 BAT * STP 230 215237.294
60_SEC REL AAR REL V 0 BAT * STP 220 215337.290
60_SEC REL AAR REL V 0 BAT * STP 230 215438.287
60_SEC REL AAR REL V 0 BAT * STP 220 215538.283
60_SEC REL AAR REL V 0 BAT * STP 220 215638.279
60_SEC REL AAR REL V 0 BAT * STP 230 215739.276
60_SEC REL AAR REL V 0 BAT * STP 230 215839.272
60_SEC REL AAR REL V 0 BAT * STP 230 215940.269
60_SEC REL AAR REL V 0 BAT * STP 230 220040.265
60_SEC REL AAR REL V 0 BAT * STP 220 220140.261
60_SEC REL AAR REL V 0 BAT * STP 220 220241.258
60_SEC REL AAR REL V 0 BAT * STP 230 220341.254
60_SEC REL AAR REL V 0 BAT * STP 230 220442.251
60_SEC REL AAR REL V 0 BAT * STP 220 220542.247
60_SEC REL AAR REL V 0 BAT * STP 230 220642.243
60_SEC REL AAR REL V 0 BAT * STP 220 220743.240
60_SEC REL AAR REL V 0 BAT * STP 230 220843.236
60_SEC REL AAR REL V 0 BAT * STP 220 220944.233
60_SEC REL AAR REL V 0 BAT * STP 230 221044.229
60_SEC REL AAR REL V 0 BAT * STP 220 221144.225
60_SEC REL AAR REL V 0 BAT * STP 220 221245.222
60_SEC REL AAR REL V 0 BAT * STP 230 221345.218
60_SEC REL AAR REL V 0 BAT * STP 230 221446.214
60_SEC REL AAR REL V 0 BAT * STP 230 221546.211
60_SEC REL AAR REL V 0 BAT * STP 220 221646.207
60_SEC REL AAR REL V 0 BAT * STP 220 221747.204
60_SEC REL AAR REL V 0 BAT * STP 220 221847.200
60_SEC REL AAR REL V 0 BAT * STP 230 221948.196
60_SEC REL AAR REL V 0 BAT * STP 230 222048.193
60_SEC REL AAR REL V 0 BAT * STP 230 222149.189
60_SEC REL AAR REL V 0 BAT * STP 230 222249.186
60_SEC REL AAR REL V 0 BAT * STP 220 222349.182
60_SEC REL AAR REL V 0 BAT * STP 230 222450.178
60_SEC REL AAR REL V 0 BAT * STP 230 222550.175
60_SEC REL AAR REL V 0 BAT * STP 220 222651.171
60_SEC REL AAR REL V 0 BAT * STP 230 222751.168
60_SEC REL AAR REL V 0 BAT * STP 230 222851.164
60_SEC REL AAR REL V 0 BAT * STP 230 222952.160
60_SEC REL AAR REL V 0 BAT * STP 220 223052.157
60_SEC REL AAR REL V 0 BAT * STP 230 223153.153
60_SEC REL AAR REL V 0 BAT * STP 230 223253.150
60_SEC REL AAR REL V 0 BAT * STP 230 223354.146
60_SEC REL AAR REL V 0 BAT * STP 230 223454.142
60_SEC REL AAR REL V 0 BAT * STP 230 223554.139
60_SEC REL AAR REL V 0 BAT * STP 230 223655.135
60_SEC REL AAR REL V 0 BAT * STP 220 223755.131
60_SEC REL AAR REL V 0 BAT * STP 220 223856.128
60_SEC REL AAR REL V 0 BAT * STP 230 223956.124
60_SEC REL AAR REL V 0 BAT * STP 230 224056.121
60_SEC REL AAR REL V 0 BAT * STP 230 224157.117
60_SEC REL AAR REL V 0 BAT * STP 220 224257.113
60_SEC REL AAR REL V 0 BAT * STP 230 224358.110
60_SEC REL AAR REL V 0 BAT * STP 230 224458.106
60_SEC REL AAR REL V 0 BAT * STP 230 224558.103
60_SEC REL AAR REL V 0 BAT * STP 230 224659.099
60_SEC REL AAR REL V 0 BAT * STP 230 224759.095
60_SEC REL AAR REL V 0 BAT * STP 230 224900.092
60_SEC REL AAR REL V 0 BAT * STP 220 225000.088
60_SEC REL AAR REL V 0 BAT * STP 230 225101.085
60_SEC REL AAR REL V 0 BAT * STP 230 225201.081
60_SEC REL AAR REL V 0 BAT * STP 230 225301.077
60_SEC REL AAR REL V 0 BAT * STP 220 225402.074
60_SEC REL AAR REL V 0 BAT * STP 220 225502.070
60_SEC REL AAR REL V 0 BAT * STP 230 225603.066
60_SEC REL AAR REL V 0 BAT * STP 230 225703.063
60_SEC REL AAR REL V 0 BAT * STP 230 225803.059
60_SEC REL AAR REL V 0 BAT * STP 230 225904.056
60_SEC REL AAR REL V 0 BAT * STP 230 230004.052
60_SEC REL AAR REL V 0 BAT * STP 220 230105.048
60_SEC REL AAR REL V 0 BAT * STP 230 230205.045
60_SEC REL AAR REL V 0 BAT * STP 230 230305.041
60_SEC REL AAR REL V 0 BAT * STP 220 230406.038
60_SEC REL AAR REL V 0 BAT * STP 230 230506.034
60_SEC REL AAR REL V 0 BAT * STP 230 230607.030
60_SEC REL AAR REL V 0 BAT * STP 230 230707.027
60_SEC REL AAR REL V 0 BAT * STP 230 230808.023
60_SEC REL AAR REL V 0 BAT * STP 220 230908.020
60_SEC REL AAR REL V 0 BAT * STP 220 231008.016
60_SEC REL AAR REL V 0 BAT * STP 230 231109.012
60_SEC REL AAR REL V 0 BAT * STP 220 231209.009
60_SEC REL AAR REL V 0 BAT * STP 230 231310.005
60_SEC REL AAR REL V 0 BAT * STP 230 231410.002
60_SEC REL AAR REL V 0 BAT * STP 230 231509.998
60_SEC REL AAR REL V 0 BAT * STP 230 231610.994
60_SEC REL AAR REL V 0 BAT * STP 230 231710.991
60_SEC REL AAR REL V 0 BAT * STP 230 231811.987
60_SEC REL AAR REL V 0 BAT * STP 220 231911.984
60_SEC REL AAR REL V 0 BAT * STP 230 232011.980
60_SEC REL AAR REL V 0 BAT * STP 230 232112.976
60_SEC REL AAR REL V 0 BAT * STP 230 232212.973
60_SEC REL AAR REL V 0 BAT * STP 230 232313.969
60_SEC REL AAR REL V 0 BAT * STP 220 232413.965
60_SEC REL AAR REL V 0 BAT * STP 220 232514.962
60_SEC REL AAR REL V 0 BAT * STP 220 232614.958
60_SEC REL AAR REL V 0 BAT * STP 220 232714.955
60_SEC REL AAR REL V 0 BAT * STP 220 232815.951
60_SEC REL AAR REL V 0 BAT * STP 220 232915.947
60_SEC REL AAR REL V 0 BAT * STP 220 233016.944
60_SEC REL AAR REL V 0 BAT * STP 220 233116.940
60_SEC REL AAR REL V 0 BAT * STP 220 233216.937
60_SEC REL AAR REL V 0 BAT * STP 220 233317.933
60_SEC REL AAR REL V 0 BAT * STP 230 233417.929
60_SEC REL AAR REL V 0 BAT * STP 220 233518.926
60_SEC REL AAR REL V 0 BAT * STP 220 233618.922
60_SEC REL AAR REL V 0 BAT * STP 220 233718.919
60_SEC REL AAR REL V 0 BAT * STP 230 233819.915
60_SEC REL AAR REL V 0 BAT * STP 220 233919.911
60_SEC REL AAR REL V 0 BAT * STP 220 234020.908
60_SEC REL AAR REL V 0 BAT * STP 220 234120.904
60_SEC REL AAR REL V 0 BAT * STP 220 234220.901
60_SEC REL AAR REL V 0 BAT * STP 220 234321.897
60_SEC REL AAR REL V 0 BAT * STP 220 234421.893
60_SEC REL AAR REL V 0 BAT * STP 220 234522.890
60_SEC REL AAR REL V 0 BAT * STP 230 234622.886
60_SEC REL AAR REL V 0 BAT * STP 230 234723.882
60_SEC REL AAR REL V 0 BAT * STP 230 234823.879
60_SEC REL AAR REL V 0 BAT * STP 230 234923.875
60_SEC REL AAR REL V 0 BAT * STP 230 235024.872
60_SEC REL AAR REL V 0 BAT * STP 220 235124.868
60_SEC REL AAR REL V 0 BAT * STP 230 235225.864
60_SEC REL AAR REL V 0 BAT * STP 220 235325.861
60_SEC REL AAR REL V 0 BAT * STP 230 235425.857
60_SEC REL AAR REL V 0 BAT * STP 220 235526.854
60_SEC REL AAR REL V 0 BAT * STP 220 235626.850
60_SEC REL AAR REL V 0 BAT * STP 220 235727.846
60_SEC REL AAR REL V 0 BAT * STP 220 235827.843
60_SEC REL AAR REL V 0 BAT * STP 220 235928.839
60_SEC REL AAR REL V 0 BAT * STP 220 28.836
60_SEC REL AAR REL V 0 BAT * STP 230 128.832
60_SEC REL AAR REL V 0 BAT * STP 220 229.828
60_SEC REL AAR REL V 0 BAT * STP 220 329.825
60_SEC REL AAR REL V 0 BAT * STP 230 430.821
60_SEC REL AAR REL V 0 BAT * STP 220 530.817
60_SEC REL AAR REL V 0 BAT * STP 220 630.814
60_SEC REL AAR REL V 0 BAT * STP 230 731.810
60_SEC REL AAR REL V 0 BAT * STP 230 831.807
60_SEC REL AAR REL V 0 BAT * STP 220 932.803
60_SEC REL AAR REL V 0 BAT * STP 230 1032.799
60_SEC REL AAR REL V 0 BAT * STP 220 1132.796
60_SEC REL AAR REL V 0 BAT * STP 230 1233.792
60_SEC REL AAR REL V 0 BAT * STP 220 1333.789
60_SEC REL AAR REL V 0 BAT * STP 220 1434.785
60_SEC REL AAR REL V 0 BAT * STP 220 1534.781
60_SEC REL AAR REL V 0 BAT * STP 220 1635.778
60_SEC REL AAR REL V 0 BAT * STP 230 1735.774
60_SEC REL AAR REL V 0 BAT * STP 230 1835.771
60_SEC REL AAR REL V 0 BAT * STP 220 1936.767
60_SEC REL AAR REL H 0 BAT * MOV 220 2036.763
60_SEC REL AAR REL H 0 BAT * STP 230 2137.760
60_SEC REL AAR REL H 0 BAT * MOV 220 2237.756
60_SEC REL AAR REL H 0 BAT * MOV 220 2337.753
60_SEC REL AAR REL H 0 BAT * MOV 220 2438.749
SLPLOG REL AAR REL H 0 BAT * STP 220 2456.748
60_SEC REL AAR REL H 0 BAT o STP 210 45.997
60_SEC REL AAR REL H 0 BAT * STP 210 145.993
60_SEC REL AAR REL H 0 BAT * STP 210 246.989
60_SEC REL AAR REL H 0 BAT * STP 210 346.986
60_SEC REL AAR REL H 0 BAT * STP 210 446.982
SLPLOG REL AAR REL H 0 BAT * STP 210 446.982
SLPLOG REL AAR REL H 0 BAT o STP 230 0.000
60_SEC REL AAR REL H 0 BAT o STP 210 45.997
60_SEC REL AAR REL H 0 BAT * STP 200 145.993
60_SEC REL AAR REL H 0 BAT * STP 200 246.989
60_SEC REL AAR REL H 0 BAT * STP 210 346.986
60_SEC REL AAR REL H 0 BAT * STP 200 446.982
SLPLOG REL AAR REL H 0 BAT * STP 200 446.982
60_SEC REL AAR REL H 0 BAT o STP 200 45.997
60_SEC REL AAR REL H 0 BAT * STP 210 145.993
60_SEC REL AAR REL H 0 BAT * STP 210 246.989
60_SEC REL AAR REL H 0 BAT * STP 210 346.986
60_SEC REL AAR REL H 0 BAT * STP 210 446.982
SLPLOG REL AAR REL H 0 BAT * STP 210 446.982
60_SEC REL AAR REL H 0 BAT o STP 210 45.997
60_SEC REL AAR REL H 0 BAT * STP 210 145.993
60_SEC REL AAR REL H 0 BAT * STP 210 246.989
60_SEC REL AAR REL H 0 BAT * STP 210 346.986
60_SEC REL AAR REL H 0 BAT * STP 210 446.982

Appendix B - Standard report crossing 117.11

[40m[2J[1;1H[1m[32;45m[1;1HRue de la Gare  
[37;40m[36;45m[1;61HTue 15:49 07-09-2013[37;40m[2;1H--------------------------------------------------------------------------------[23;1H--------------------------------------------------------------------------------
[3;31H|[4;31H|[5;31H|[6;31H|[7;31H|[8;31H|[9;31H|[10;31H|[11;31H|[12;31H|[13;31H|[14;31H|[15;31H|[16;31H|[17;31H|[18;31H|[19;31H|[20;31H|[21;31H|[22;31H|[33m[3;12HReports[37m[34;47m[5;1HA) Standard Report            [37;40m[6;1HB) Field Report               [7;1HC) Configuration Report       [8;1HD) Incident Report            [9;1HE) Repair History Report      [10;1HF) Application Report         [11;1HG) Basic Report               [12;1HH) Inspection Report          [13;1HI) Version Report             [14;1HJ) GCP3000 Parameters         [15;1HK) Bitmap Labels              [16;1HL) Exit                       [24;1H[K[33m[24;1HDisplays standard format event report[37m[3;32HEnter date/time range for the report.[4;32HThe default is the last 24 hours.[5;32HEnter all zeros to view the entire event buffer.[7;32HStart Date: [ 07-08-2013 ][2D[1D[1D[4D5[3C[10D07-05-2013    [7;32HStart Date:   07-05-2013  [8;32HStart Time: [ 15:49:37 ][2D[1D[1D[2D[1D[2D[1D00[1C00[1C00[10D00:00:00    [8;32HStart Time:   00:00:00  [9;32H  End date: [ 07-09-2013 ][2D[12D07-09-2013    [9;32H  End Date:   07-09-2013  [10;32H  End time: [ 15:50:01 ][2D[10D15:50:01    [10;32H  End Time:   15:50:01  [12;32H           Format: [ On Screen     ]^v[17DOn Screen    [13D[2DOn Screen          [14;32HSearching...[40m[2J[1;1H[1m[32;45m[1;1HStandard Event Report
[37;40m[36;45m[1;61HTue 15:50 07-09-2013[37;40m[2;1H--------------------------------------------------------------------------------[23;1H--------------------------------------------------------------------------------
[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1H Site Name: Rue de la Gare               Time Zone: Eastern (-05:00)
Milepost: 117.11                       Executive: 9V645-A01AB
DOT #:                                 Tester: Crossing
CDL File: xr001c.cdl (XR001c)
Logic File: none
Label File: none

      From: Fri 07-05-2013 00:00:00             To:   Tue 07-09-2013 15:50:01

Fri 07-05-2013 08:50:36.07  XR1: DOWN
Fri 07-05-2013 08:50:36.16  main gcp1: T2 Detect
Fri 07-05-2013 08:50:36.16  main gcp1: Track 2 EZ 91
Fri 07-05-2013 08:50:36.24  CROSSING ACTIVE and NO PREEMPTION
Fri 07-05-2013 08:50:36.40  1SSCC: VI1 Off
Fri 07-05-2013 08:50:36.80  BELLK1: ON
Fri 07-05-2013 08:50:37.12  1SSCC: 1 L1 Flashing
Fri 07-05-2013 08:50:37.12  1SSCC: 1 L2 Flashing
Fri 07-05-2013 08:50:37.12  1SSCC: 2 L1 Flashing
Fri 07-05-2013 08:50:37.12  1SSCC: 2 L2 Flashing
Fri 07-05-2013 08:50:37.12  1SSCC: 1 Bell On
[24;1H[K[33m[24;1HTop of report.    ESC = Exit    DOWN = Next    RIGHT = End[37m[40m[2J[1;1H[1m[32;45m[1;1HRue de la Gare
[37;40m[36;45m[1;61HTue 15:54 07-09-2013[37;40m[2;1H--------------------------------------------------------------------------------[23;1H--------------------------------------------------------------------------------
[3;31H|[4;31H|[5;31H|[6;31H|[7;31H|[8;31H|[9;31H|[10;31H|[11;31H|[12;31H|[13;31H|[14;31H|[15;31H|[16;31H|[17;31H|[18;31H|[19;31H|[20;31H|[21;31H|[22;31H|[33m[3;12HReports[37m[34;47m[5;1HA) Standard Report            [37;40m[6;1HB) Field Report               [7;1HC) Configuration Report       [8;1HD) Incident Report            [9;1HE) Repair History Report      [10;1HF) Application Report         [11;1HG) Basic Report               [12;1HH) Inspection Report          [13;1HI) Version Report             [14;1HJ) GCP3000 Parameters         [15;1HK) Bitmap Labels              [16;1HL) Exit
[24;1H[K[33m[24;1HDisplays standard format event report[37m[3;32HEnter date/time range for the report.[4;32HThe default is the last 24 hours.[5;32HEnter all zeros to view the entire event buffer.[7;32HStart Date: [ 07-08-2013 ][2D[1D[1D[4D[1D05[3C[10D07-05-2013    [7;32HStart Date:   07-05-2013  [8;32HStart Time: [ 15:54:58 ][2D[10D15:54:58    [8;32HStart Time:   15:54:58  [9;32H  End date: [ 07-09-2013 ][2D[12D07-09-2013    [9;32H  End Date:   07-09-2013  [10;32H  End time: [ 15:55:06 ][2D[10D15:55:06    [10;32H  End Time:   15:55:06  [12;32H           Format: [ On Screen     ]^v[17DOn Screen    [13D[2DOn Screen          [14;32HSearching...[40m[2J[1;1H[1m[32;45m[1;1HStandard Event Report
[37;40m[36;45m[1;61HTue 15:55 07-09-2013[37;40m[2;1H--------------------------------------------------------------------------------[23;1H--------------------------------------------------------------------------------[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1H Site Name: Rue de la Gare
Time Zone: Eastern (-05:00)
Milepost: 117.11                       Executive: 9V645-A01AB
DOT #:                                 Tester: Crossing
CDL File: xr001c.cdl (XR001c)
Logic File: none
Label File: none

      From: Fri 07-05-2013 15:54:58             To:   Tue 07-09-2013 15:55:06

Sat 07-06-2013 01:19:29.45  AC/POK: OFF
Sat 07-06-2013 01:19:29.48  AC POWER OFF FOR 3859 min MINUTES
Sat 07-06-2013 01:19:29.70  TRBL LITE: OFF
Sat 07-06-2013 01:19:30.98  XR1: DOWN
Sat 07-06-2013 01:19:31.04  main gcp1: T2 Detect
Sat 07-06-2013 01:19:31.04  main gcp1: Track 2 EZ 42
Sat 07-06-2013 01:19:31.28  TRAIN MOVE WHILE AC POWER OFF
Sat 07-06-2013 01:19:31.31  CROSSING ACTIVE and NO PREEMPTION
Sat 07-06-2013 01:19:31.33  1SSCC: VI1 Off
Sat 07-06-2013 01:19:31.64  BELLK1: ON
Sat 07-06-2013 01:19:31.97  1SSCC: 1 L1 Flashing
[24;1H[K[33m[24;1HTop of report.    ESC = Exit    DOWN = Next    RIGHT = End[37m[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1HSat 07-06-2013 01:19:31.97  1SSCC: 1 L2 Flashing
Sat 07-06-2013 01:19:31.97  1SSCC: 2 L1 Flashing
Sat 07-06-2013 01:19:31.97  1SSCC: 2 L2 Flashing
Sat 07-06-2013 01:19:31.97  1SSCC: 1 Bell On
Sat 07-06-2013 01:19:31.97  1SSCC: 2 Bell On
Sat 07-06-2013 01:19:31.97  1SSCC: 2 GC De-energized
Sat 07-06-2013 01:19:32.30  FR: DOWN
Sat 07-06-2013 01:19:32.86  NXT: DOWN
Sat 07-06-2013 01:19:33.06  main gcp1: Track 2 Warn Time 1
Sat 07-06-2013 01:19:33.06  main gcp1: Track 2 Det Speed 58
Sat 07-06-2013 01:19:33.06  main gcp1: Track 2 Avg Speed 58
Sat 07-06-2013 01:19:33.06  main gcp1: Track 2 Isl Speed 58
Sat 07-06-2013 01:19:33.12  WARN TIME TK1 IGNORED: 2 sec
Sat 07-06-2013 01:19:33.19  ISLAND NO GATE - HIRAIL
Sat 07-06-2013 01:19:33.23  1SSCC: VI2 Off
Sat 07-06-2013 01:19:33.23  1SSCC: VI3 Off
Sat 07-06-2013 01:19:33.48  main gcp1: Island 1 Down
Sat 07-06-2013 01:19:33.90  main gcp1: Island 2 Down
Sat 07-06-2013 01:19:33.91  main gcp1: Track 2 EZ 16
Sat 07-06-2013 01:19:33.91  main gcp1: Track 2 EX 98
[24;1H[K[33m[24;1HESC - Exit    DOWN = Next    UP = Prev    RIGHT = End    LEFT = Start[37m[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1HSat 07-06-2013 01:19:40.22  NXT: UP
Sat 07-06-2013 01:19:40.56  main gcp1: Island 1 Up
Sat 07-06-2013 01:19:40.56  main gcp1: Track 1 EX 94
Sat 07-06-2013 01:19:40.63  1SSCC: VI2 On
Sat 07-06-2013 01:19:40.63  1SSCC: VI3 On
Sat 07-06-2013 01:19:40.98  main gcp1: Island 2 Up
Sat 07-06-2013 01:19:41.24  XB12: 15.1 V
Sat 07-06-2013 01:19:41.47  XR1: UP
Sat 07-06-2013 01:19:41.48  main gcp1: T1 Prime Timeout
Sat 07-06-2013 01:19:41.48  main gcp1: Track 1 EZ 6
Sat 07-06-2013 01:19:41.79  GC: DOWN
Sat 07-06-2013 01:19:41.85  1SSCC: VI1 On
Sat 07-06-2013 01:19:41.90  main gcp1: T2 Prime Timeout
Sat 07-06-2013 01:19:41.90  main gcp1: Track 2 EX 99
Sat 07-06-2013 01:19:42.19  1SSCC: 1 GC De-energized
Sat 07-06-2013 01:19:43.09  GP: DOWN
Sat 07-06-2013 01:19:43.45  1SSCC: VI8 Off
Sat 07-06-2013 01:19:49.05  B12: 12.7 V
Sat 07-06-2013 01:19:50.33  GD1: DOWN
Sat 07-06-2013 01:19:50.33  GD2: DOWN
[24;1H[K[33m[24;1HESC - Exit    DOWN = Next    UP = Prev    RIGHT = End    LEFT = Start[37m[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1HSat 07-06-2013 01:19:58.86  XB12: 14.5 V
Sat 07-06-2013 01:19:58.87  GC: UP
Sat 07-06-2013 01:19:58.88  BELLK1: OFF
Sat 07-06-2013 01:19:59.05  FR: UP
Sat 07-06-2013 01:19:59.22  1SSCC: 2 Bell Off
Sat 07-06-2013 01:19:59.22  1SSCC: 2 GC Energized
Sat 07-06-2013 01:19:59.44  1SSCC: 1 Bell Off
Sat 07-06-2013 01:19:59.44  1SSCC: 1 GC Energized
Sat 07-06-2013 01:19:59.64  GD1: NOT DOWN
Sat 07-06-2013 01:19:59.65  GD2: NOT DOWN
Sat 07-06-2013 01:20:04.50  GP: UP
Sat 07-06-2013 01:20:04.96  1SSCC: VI8 On
Sat 07-06-2013 01:20:06.16  1SSCC: 1 L1 Off
Sat 07-06-2013 01:20:06.16  1SSCC: 1 L2 Off
Sat 07-06-2013 01:20:06.16  1SSCC: 2 L1 Off
Sat 07-06-2013 01:20:06.17  1SSCC: 2 L2 Off
Sat 07-06-2013 01:21:22.54  B12: 12.2 V
Sat 07-06-2013 03:18:41.79  B12: 11.7 V
Sat 07-06-2013 07:00:41.29  XB12: 14.0 V
Sat 07-06-2013 07:00:52.16  XB12 Low Voltage: 14.0 VDC
[24;1H[K[33m[24;1HESC - Exit    DOWN = Next    UP = Prev    RIGHT = End    LEFT = Start[37m[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1HSat 07-06-2013 07:15:43.06  Int. Temp:   95 F
Sat 07-06-2013 13:02:39.77  Int. Temp:  100 F
Sat 07-06-2013 13:48:10.80  B12: 11.2 V
Sat 07-06-2013 13:48:21.28  B12 Low voltage: 11.2 VDC
Sat 07-06-2013 15:57:38.09  Int. Temp:  106 F
Sat 07-06-2013 22:22:32.65  XB12: 13.5 V
Sat 07-06-2013 23:45:58.28  Int. Temp:  100 F
Sun 07-07-2013 05:11:13.71  Int. Temp:   95 F
Sun 07-07-2013 10:14:34.25  Int. Temp:  100 F
Sun 07-07-2013 12:22:20.23  Int. Temp:  106 F
Sun 07-07-2013 15:36:33.87  Int. Temp:  111 F
Sun 07-07-2013 20:12:30.23  Int. Temp:  106 F
Sun 07-07-2013 23:07:38.16  Int. Temp:  100 F
Mon 07-08-2013 04:05:12.28  Int. Temp:   95 F
Mon 07-08-2013 13:29:43.94  Int. Temp:  100 F
Mon 07-08-2013 15:35:37.73  Int. Temp:  106 F
Mon 07-08-2013 23:36:06.12  Int. Temp:  100 F
Tue 07-09-2013 02:58:22.52  Int. Temp:   95 F
Tue 07-09-2013 11:22:49.70  Int. Temp:  100 F
Tue 07-09-2013 15:42:58.85  Terminal login, USER port
[24;1H[K[33m[24;1HESC - Exit    DOWN = Next    UP = Prev    RIGHT = End
LEFT = Start[37m[3;1H[K[4;1H[K[5;1H[K[6;1H[K[7;1H[K[8;1H[K[9;1H[K[10;1H[K[11;1H[K[12;1H[K[13;1H[K[14;1H[K[15;1H[K[16;1H[K[17;1H[K[18;1H[K[19;1H[K[20;1H[K[21;1H[K[22;1H[K[3;1HTue 07-09-2013 15:46:48.73  Terminal logout, USER port
Tue 07-09-2013 15:48:31.49  Terminal login, USER port
Tue 07-09-2013 15:48:56.65  Standard event report viewed
Tue 07-09-2013 15:50:08.95  Standard event report viewed
[24;1H[K[33m[24;1HEnd of report.    ESC = Exit    UP = Prev    LEFT = Start[37m[40m[2J[1;1H[1m[32;45m[1;1HRue de la Gare
[37;40m[36;45m[1;61HTue 15:55 07-09-2013[37;40m[2;1H--------------------------------------------------------------------------------[23;1H--------------------------------------------------------------------------------
[3;31H|[4;31H|[5;31H|[6;31H|[7;31H|[8;31H|[9;31H|[10;31H|[11;31H|[12;31H|[13;31H|[14;31H|[15;31H|[16;31H|[17;31H|[18;31H|[19;31H|[20;31H|[21;31H|[22;31H|[33m[3;12HReports[37m[34;47m[5;1HA) Standard Report            [37;40m[6;1HB) Field Report               [7;1HC) Configuration Report       [8;1HD) Incident Report            [9;1HE) Repair History Report      [10;1HF) Application Report         [11;1HG)
Basic Report               [12;1HH) Inspection Report          [13;1HI) Version Report             [14;1HJ)
GCP3000 Parameters         [15;1HK) Bitmap Labels              [16;1HL) Exit
[24;1H[K[33m[24;1HDisplays standard format event report[37m

Appendix C - Calculated Locations of Vehicles in Train MMA-002

No Car no. Length
ft
Distance to head
ft
Locations at times
22:43:26 22:49:12 1:15:30 1:17:12 2:46:23 2:46:42
Start auto-brake Rest Derailment
/separation
First stop Recontact Final stop
L1 MMA 5017 67 0 8.01 6.72 0.11 116.30 116.39 116.41
1 VB 1 50 67 8.023 6.733 0.123 116.313 116.403 116.423
L2 MMA 5026 67 117 8.032 6.742 0.132 116.322 116.412 116.432
L3 CITX 3053 68 184 8.045 6.755 0.145 loco part 1 116.425 116.445
L4 MMA 5023 67 252 8.058 6.768 0.158   116.438 116.458
L5 CEFX 3166 68 319 8.071 6.781 0.171   116.451 116.471
2 CIBX 172032 69 387 8.084 6.794 0.184   entire loco consist
3 TILX 316547 59 456 8.097 6.807 0.197      
4 WFIX 130608 59 515 8.108 6.818 0.208      
5 TILX 316359 59 574 8.119 6.829 0.219      
6 TILX 316338 59 633 8.13 6.84 0.23 switch at mile 0.227  
7 NATX 310428 59 692 8.141 6.851 0.241 crossing at mile 0.269
8 CTCX 735541 59 751 8.152 6.862 0.252 curve mile 0.053 to 0.28
9 DBUX 303879 59 810 8.163 6.873 0.263  
10 WFIX 130682 59 869 8.174 6.884 0.274      
11 TILX 316641 59 928 8.185 6.895 0.285      
12 TILX 316570 59 987 8.196 6.906 0.296      
13 NATX 310457 59 1046 8.207 6.917 0.307      
14 WFIX 130638 59 1105 8.218 6.928 0.318      
15 NATX 310473 59 1164 8.229 6.939 0.329      
16 TILX 316379 59 1223 8.24 6.95 0.34      
17 ACFX 79709 59 1282 8.251 6.961 0.351      
18 TILX 316333 59 1341 8.262 6.972 0.362      
19 TILX 316549 59 1400 8.273 6.983 0.373      
20 CTCX 735527 59 1459 8.284 6.994 0.384      
21 NATX 310477 59 1518 8.295 7.005 0.395      
22 WFIX 130603 59 1577 8.306 7.016 0.406      
23 TILX 316556 59 1636 8.317 7.027 0.417      
24 CTCX 735629 59 1695 8.328 7.038 0.428      
25 ACFX 76605 59 1754 8.339 7.049 0.439      
26 PROX 44293 55 1813 8.35 7.06 0.45      
27 NATX 310581 59 1868 8.36 7.07 0.46      
28 PROX 44202 55 1927 8.371 7.081 0.471      
29 TILX 316234 59 1982 8.381 7.091 0.481      
30 TILX 316584 59 2041 8.392 7.102 0.492      
31 WFIX 130571 59 2100 8.403 7.113 0.503      
32 TILX 316330 59 2159 8.414 7.124 0.514      
33 NATX 310412 59 2218 8.425 7.135 0.525      
34 TILX 316317 59 2277 8.436 7.146 0.536      
35 WFIX 130545 59 2336 8.447 7.157 0.547      
36 ACFX 79698 59 2395 8.458 7.168 0.558      
37 NATX 302784 59 2454 8.469 7.179 0.569      
38 ACFX 71505 59 2513 8.48 7.19 0.58      
39 ACFX 71121 59 2572 8.491 7.201 0.591      
40 CTCX 735537 59 2631 8.502 7.212 0.602      
41 NATX 303128 59 2690 8.513 7.223 0.613      
42 CTCX 735572 59 2749 8.524 7.234 0.624      
43 WFIX 130616 59 2808 8.535 7.245 0.635      
44 WFIX 130664 59 2867 8.546 7.256 0.646      
45 WFIX 130630 59 2926 8.557 7.267 0.657      
46 TILX 316523 59 2985 8.568 7.278 0.668      
47 TILX 316613 59 3044 8.579 7.289 0.679      
48 TILX 316616 59 3103 8.59 7.3 0.69      
49 TILX 316206 59 3162 8.601 7.311 0.701      
50 TILX 316319 59 3221 8.612 7.322 0.712      
51 CTCX 735617 59 3280 8.623 7.333 0.723      
52 TILX 316572 59 3339 8.634 7.344 0.734      
53 CTCX 735526 59 3398 8.645 7.355 0.745      
54 TILX 316622 59 3457 8.656 7.366 0.756      
55 WFIX 130585 59 3516 8.667 7.377 0.767      
56 NATX 310508 59 3575 8.678 7.388 0.778      
57 CTCX 735525 59 3634 8.689 7.399 0.789      
58 ACFX 79383 59 3693 8.7 7.41 0.8      
59 PROX 44428 59 3752 8.711 7.421 0.811      
60 PROX 44150 59 3811 8.722 7.432 0.822      
61 TILX 316533 59 3870 8.733 7.443 0.833      
62 ACFX 94578 59 3929 8.744 7.454 0.844      
63 NATX 310515 59 3988 8.755 7.465 0.855      
64 TILX 316528 59 4047 8.766 7.476 0.866      
65 NATX 310470 59 4106 8.777 7.487 0.877      
66 NATX 310487 59 4165 8.788 7.498 0.888      
67 NATX 310533 59 4224 8.799 7.509 0.899      
68 NATX 310572 59 4283 8.81 7.52 0.91      
69 ACFX 73452 59 4342 8.821 7.531 0.921      
70 NATX 310425 59 4401 8.832 7.542 0.932      
71 PROX 44211 55 4460 8.843 7.553 0.943      
72 WFIX 130629 59 4515 8.853 7.563 0.953      
73 NATX 310406 59 4574 8.864 7.574 0.964      
74 NATX 310595 59 4633 8.875 7.585 0.975      
75 SBU 35924 0 4692 8.886 7.596 0.986      
crossing to mile 0: 158 ft
mile 0 to mile 0.11: 581 ft

This lab report is part of the Transportation Safety Board of Canada's investigation report R13D0054.