Mine Safety and Health Administration (MSHA) - Metal and Nonmetal Mine Fatal Accident Investigation Report: Fatality #23 - June 19, 2000 - Powered Haulage - Surface (S&G) - TX - Texas Industries

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UNITED STATES
DEPARTMENT OF LABOR
MINE SAFETY AND HEALTH ADMINISTRATION
Metal and Nonmetal Mine Safety and Health

REPORT OF INVESTIGATION

Surface Nonmetal Mine
(Sand and Gravel)

Fatal Powered Haulage Accident

June 19, 2000

Texas Industries
Paradise Plant
Paradise, Wise County, Texas
ID No. 41-03253

Accident Investigators

Charles H. Sisk
Supervisory Mine Safety and Health Inspector

Wyatt S. Andrews
Mine Safety and Health Inspector

Eugene D. Hennen
Mechanical Engineer

David L. Weaver
Mine Safety and Health Specialist

Originating Office
Mine Safety and Health Administration
South Central District
1100 Commerce Street, Rm. 4C50
Dallas, TX 75242-0499
Doyle D. Fink, District Manager

OVERVIEW

On June 19, 2000, Shannon W. Pannell, customer truck driver, age 29, was fatally injured when the truck he was operating was struck by a freight train. Pannell had just turned off the highway and was crossing the railroad tracks when the accident occurred.

The accident occurred because the mine operator failed to enforce traffic controls at the railroad crossing.

Pannell had a total of two years experience driving trucks and about six months hauling from the Paradise Plant. He had not received training in accordance with 30 CFR, Part 48.

GENERAL INFORMATION
The Paradise Plant, an open-pit sand and gravel operation, owned and operated by TXI, was located in Paradise, Wise County, Texas. The principal operating official was Charles D. Nelson, plant manager. The mine was normally operated one, 10-hour shift, six days a week. Total employment was 23 persons.

The victim was employed by Farris Concrete Company located at Saginaw, Tarrant County, Texas. Gary C. Farris, owner, was the principal official.

Sand and Gravel was extracted from the pit with draglines. The raw material was transported by truck to the plant where it was crushed, screened, classified, and stockpiled. The finished product was sold primarily for concrete production and road construction.

The last regular inspection of the operation was completed on November 3, 1999. A regular inspection was conducted following the investigation.

DESCRIPTION OF THE ACCIDENT
On the day of the accident, Shannon W. Pannell (victim) reported for work at 6:00 a.m.. He was assigned to haul sand from the TXI Paradise Plant back to the Farris Concrete Company plant, a round trip distance of about 34 miles.

Pannell traveled from Saginaw, TX. on U.S. highway 287, north to State Highway 114, west to the mine and back. The time required to leave the cement plant, travel to the Paradise plant and get his truck loaded, was about 90 minutes. Pannell had hauled three loads and was approaching the mine site at about 1:10 p.m. for his fourth load of the shift, when the accident occurred.

There were a number of witnesses to the accident. William L. Shytles, truck driver for Sunset Trucking, was following Pannell into the plant. Both trucks were traveling west on state highway 114. Shytles observed that the train was traveling in the same direction as he and Pannell. He called Pannell on his CB radio and advised him of the location of the train. Pannell replied that he had seen the train, and it was moving slow. He moved to the shoulder of the highway preparing to turn right and enter the plant. Shytles observed Pannell's brake lights come on. Pannell turned right from the highway shoulder, traveled about 70 feet without stopping and entered the railroad crossing. The oncoming train struck the cab on the right (passenger) side. The train pushed the truck about 820 feet along the track before coming to a stop.

Mike D. Wylie, Texas Department of Public Safety officer and Robert E. Rankin, sergeant, who were traveling east on State Highway 114 also witnessed the accident. Wylie immediately radioed for emergency medical services. Pannell was air lifted to a hospital where he was pronounced dead at 2:33 p.m.

INVESTIGATION OF THE ACCIDENT
MSHA was notified at 9:05 a.m., on June 20, by a telephone call from Dana Glover-Smith, corporate safety officer for TXI, to Michael A. Davis, assistant district manager. An investigation was started the same day. MSHA's investigation team traveled to the mine, conducted a physical inspection of the accident site, interviewed a number of persons, and reviewed information relative to the accident. The miners did not request, nor have, representation during the investigation.

DISCUSSION

• The accident occurred at the railroad crossing which accessed mine property. State Highway 114, a two-lane paved highway, ran west by east adjacent to mine property. A speed limit sign in the vicinity of the mine entrance read 65 m.p.h. The Union Pacific Railroad line ran parallel to the northeast side of State Highway 114 and bordered the southwest edge of the Paradise property.

• The railroad crossing, which provided access to the Paradise Plant, was leased from Union Pacific. TXI maintained the crossing. Red stop signs, yellow and black railroad crossing signs, and X- shaped white and black railroad crossing signs were installed on both sides of the crossing by Union Pacific. The distance from the highway to the railroad crossing was about 70 feet, and the width of the paved entrance ranged from 38 feet to 50 feet wide. The combined length of a similar truck/trailer unit was 60 feet.

• The truck involved in the accident was a Mack, 1998 model CH 612, vehicle identification number(VIN)1M1AA10Y9WW013011, with a front steering axle and one drive axle in the rear with dual wheels. The brake system consisted of four air actuated, S-cam operated service brakes at all four wheels, and a spring applied, air released emergency/park brake, integral to the service brakes located on the rear wheels only. The brakes were found to be adjusted within an acceptable range.

• The trailers were an assembly of two (2) bottom dump units manufactured by Clement Trailers. Each of the trailers had a 10 cubic yard capacity and gross vehicle weight rating of 45,000 pounds. The front trailer was a model 275-0-19S, VIN 1C9CA19A9VM110759. The "S" in the model number identified it as a semi-type with one axle requiring it to be attached onto the fifth wheel of the truck. The empty weight of the trailer was 6,600 pounds. The model number of the rear trailer was 275-0-19F,VIN 1C9CB19B8VM110760. The "F" in the model number identified a trailer which had two axles and was attached to the rear of the front trailer. Empty weight was 8,700 pounds.

• The brake system on the front trailer was air actuated S-cam operated service brakes, with spring applied air released emergency/park brakes integral to the service brakes. They were found to be within acceptable adjustment range. The rear trailer had brakes on both axles.

• The brake system consisted of four air actuated, S-cam operated service brakes at all four wheels, and a spring applied, air released emergency/park brake, integral to the service brakes located on the rear wheels only. Measurements on the pushrod length of travel showed all the brakes on second trailer were out of adjustment.

• The freight train consisted of 94 empty cars being pulled by four locomotives. The lead locomotive was a 1990 model EMD GP60, ID #SSW9674. The recording device in the locomotive revealed the train was traveling west at a rate of 37 miles per hour immediately prior to impact. The length of the train including the four locomotives was 4,859 feet and the total gross weight was 2,942 tons.

• This plant had experienced 4 previous train/haul truck collisions at this crossing over a 16 year period. Four of these five accidents involved west bound trucks turning north and crossing in front of west bound trains. Only one accident was reported that involved an exiting truck traveling south, with a west bound train.

• The only corrective action taken by TXI following these accidents was the removal of brush and trees on the north side of the railroad right of way and east of the crossing. The collision of the west bound train with the truck exiting south preceded this action.

• Training relative to safety issues concerning this crossing had not been given by TXI personnel. CONCLUSIONS
The root cause of the accident was mine management's failure to enforce traffic controls at the crossing. A contributing factor was the lack of proper turning lanes and warning signs on state highway 114.

ENFORCEMENT ACTIONS
Order No. 7887789 was issued to the mine operator on July 8, 2000, under the provisions of Section 107 (a), 104(a), of the Mine Act for violations of 30 CFR 56.9100a:

Traffic "right-of-way" rules are not being enforced by management at the railroad crossing near the mine entrance. Numerous over-the-road haul trucks and passenger vehicles have failed to come to a complete stop before proceeding through the railroad crossing. Conspicuous stop signs and two sets of railroad crossing signs are present at the site. Five previous instances have been reported where trains have struck haul trucks or trailers at the crossing because the vehicles failed to stop. On June 19, 2000, one instance caused fatal injuries to a truck driver. Failing to stop completely at the crossing is a past and current practice at the mine and constitutes an imminent danger. This order was modified on July 8, 2000, to allow the mine operator to utilize the railroad crossing after a flagman was placed at the crossing to insure that vehicles are aware when a train is approaching the crossing from either direction.

Citation No. 7897041 was issued to the mine operator on June 20, 2000, under the provisions of Section 103(j), of the Mine Act for violations of 30 CFR 50.10:

A fatal accident occurred at this operation on June 19, 2000, when a truck driver was struck by a freight train as he was entering the plant area. This accident was not reported until the following day at 9:05 a.m. This citation was terminated on October 13, 2000 when the reporting requirements were discussed with the mine operator and then posted in the mine office.

Related Fatal Alert Bulletin:
FAB2000M23

APPENDICES
A. Persons Participating in the Investigation

B. Persons Interviewed

APPENDIX A
Persons Participating in the Investigation

TXI Paradise Plant

Farris Concrete Company

Mine Safety and Health Administration

APPENDIX B

Persons Interviewed

Texas Department of Public Safety

Mike D. Wylie . . . . . . . . . . . . . . . . . . . . . . . .officer Union Pacific Railroad

Farris Concrete Company

Sunset Trucking Company

William L. Shytles . . . . . . . . . . . . . . . . . . . . . truck driver Texas Department of Transportation

William F. Nelson Jr. . . . . . . . . . . . . . . . . . . .Decatur area engineer


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