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Route cahtand a double-tracked mainline belonging to the Union Pacific Railroad. The impact separated the body from the chassis of the bus and catapulted the wreckage into the intersection. Five students were instantly killed and two later died from their injuries. Another 21 were injured, some critically.

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These actions increased the chances of a train impacting a school bus, but were not grov causes. Crossing de[ edit ] The type of crossing where the crash occurred is known as an interconnected crossing because of the need to link the railroad als to the road als to ensure safe passage. On this particular route, bus drivers on Algonquin Road had been known to cross the tracks to stop at the line at Northwest Highway, leaving ricer vulnerable to passing trains if they happened to still be stopped when the gates lowered.

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In addition, vehicle sensors were only present on the north side of the railroad tracks. Buses, trucks and other large vehicles were forced to pull through the railroad crossing in order to activate the als at the intersection. Improper preemption programming[ edit ] According to tests conducted by the National Transportation Safety Boardthe warning lights on the railroad crossing activated 20 seconds before the arrival of the Metra train. Roadway al timing was under the jurisdiction of IDOT, while railway timing was under the jurisdiction of Union Pacific.

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No communication took place between both parties with regards to interconnected al timing. It was reported that the road als had originally given a safe margin, but had been modified some months ly to allow a pedestrian crossing cycle, overlooking the possible consequences at the railroad crossing. The traffic al would rest in the "WALK" indication for pedestrians during the morning commute period.

When a train is detected, the pedestrian interval must be ended. This process used up 12 seconds of warning time as the train approached. Pedestrian volumes at this crosswalk were extremely light, according to a survey conducted by the Village of Fox River Grove in May IDOT traffic engineers responsible for establishing al timings should have recognized that in this particular case, resting in "WALK" carries substantial risk and virtually no benefit, and should not have allowed the traffic al to rest in the pedestrian "WALK" interval.

If the ruver als had not been serving the non-existent pedestrian, the bus would have had a green light 12 seconds earlier than it did, and the collision would almost certainly have been avoided. NTSB recommendations[ edit ] The National Transportation Safety Board issued 29 distinct recommendations to 17 distinct parties in the aftermath of the crash.

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These recommendations are summarized as follows: To the U. Secretary of Transportation : Develop a safety inspection program for railroad crossings that involve other public entities schools and other state departments. Develop a training program specifically regarding interconnected crossings. Require recording devices on all interconnected crossings in the future, and require their usage when both railroad and t maintenance is done on the crossing.

Upgrade existing recording devices to fulfill the condition.

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Review the national Highway-Rail Crossing inventory with the Federal Railroad Administration to ensure that it meets the needs of highway users as well. Include, at a minimum, grade crossings having pre-emptive or interconnected als. To the National Highway Traffic Safety Administration: Determine what effect sound attenuation materials in buses have on the ability of the rivver driver to discern both internal and external audible warnings.

To the Illinois Department of Transportation: Review all interconnected crossings in Illinois, and ensure that vehicles at all of these crossings have enough space or time to clear the crossing when a train approaches. Train subcontractors to ensure they have proper knowledge of all working interconnected systems.

Review the information with both regular and substitute bus drivers regularly. Develop programs for the identification char hazards on bus routes. Develop guidelines for the appropriate placement of radios on school buses.

When establishing bus routes, consider unusual operating characteristics or grade crossing accident histories. Advise members to disable radio speakers located next to drivers' he.

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In the state of Illinois alone, other interconnected crossings were inspected for hazardous conditions. Of these, 24 had similar problems, and were repaired. Acceptable items include household construction debris from remodeling projects such as paneling, wood and drywall. Are you in need of surgery in the near future? An rivet glass of juice that may not taste very good.

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