Just Security.
Newsweek.
tacoma wa train accident claims of responsibility – Google News.
Donald Trump.
former FBI agents power influence – Google News.
FBI politicization – Google News.
Russian Intelligence services – Google News.
fbi – Google News.
trump as putin’s puppet – Google News.
Endless Canvas Bay Area Graffiti and Street Art.
Day: December 20, 2017
“Here is your “Collision” – “Collusion” for you, you “Lab-rats – g(k)nats(nuts)”! That what your name is: THE LABRAT KNATS! And I am just one of them, a little Lab Rat, “The Graffiti Artist Writing On The Walls”. And be scared of the L.A. Brats – K-NATs, and be scared of the war with these nuts! Just by the way. And maybe the “Antifas” did it, too…” – in my interpretation as of 8:46 AM 12/20/2017 – M.N.
Mike Nova’s Shared NewsLinks |
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| Amtrak Inquiry Will Focus on Driver Distraction and Excessive Speed | ||||
DUPONT, Wash. — The investigation into the fatal Amtrak crash near Tacoma, Wash., is focusing on the possibility that the engineer was distracted by a cellphone, another person in his cab or something else when the train barreled into a curve 50 miles per hour over the posted speed limit.
The crew did not activate the emergency brake before the derailment on Monday morning, said Bella Dinh-Zarr, the National Transportation Safety Board official overseeing the investigation, which might indicate that the engineer failed to perceive the danger. At a news conference on Tuesday afternoon, she said the badly damaged cameras in the engineer’s cab — one facing forward, and the other inward, toward the person driving the train — had been sent to the safety board’s laboratory in Washington D.C. There, investigators will try to extract images showing what went on in the moments before the train plunged into a stand of trees and onto a busy highway, killing three people. Ms. Dinh-Zarr stressed that the crew members — all of them hospitalized — had not yet been interviewed, and most of the evidence not yet analyzed. A data recorder on the train, carrying 77 passengers and seven crew members, indicated that it was racing at 80 miles per hour into a curve that is limited to 30 miles per hour, the safety board said. Excessive speed appeared to be the immediate cause of the crash, but the reason for that speed remained unknown. “Distraction is one of our most wanted list of priorities at the N.T.S.B.” she said. “It’s protocol for us to look at all of the cellphone records of all the crew members whenever there is an accident of this type.” There was a second person in the cab at the time of the crash, “a conductor who was getting experience and familiarizing himself with the territory,” Ms. Dinh-Zarr said. While that is common practice, rail safety experts say it can also be a distraction to the engineer, a possibility that she said would be investigated. Drug and alcohol testing of crews is routine after train accidents, and the inward-facing cameras could show not only whether the engineer was distracted, but also whether he was impaired or fatigued — factors that have been blamed in other rail accidents. Amtrak 501, on the Cascades service between Seattle and Portland, was the first to carry passengers on a new, faster route between Tacoma and Olympia, on tracks recently upgraded for passenger service. The unfamiliar, 14.5-mile stretch includes a spot where southbound trains leave a straightaway on a downhill slope before reaching the crash site, where the tracks curve onto an overpass crossing Interstate 5. On that new part of the trip, “crews have been operating for at least two weeks prior to the accident with nonrevenue trains,” she said, including the engineer who was at the controls on Monday morning. But she would not say whether they had enough training before hauling passengers. The fact that the train was on its inaugural run — and that the tracks had only recently been improved — may have contributed to the derailment, said Allan Zarembski, a professor of railroad safety and engineering at the University of Delaware. The accident mirrored a 2015 crash in Philadelphia that killed eight people, when an Amtrak train took a turn much too fast and jumped the tracks. In the 2015 Philadelphia Amtrak derailment, the N.T.S.B. found that the engineer had lost “situational awareness” of where the train was on the route. In this week’s accident, “the operator may not have been 100 percent familiar with that route or misjudged where he was and didn’t start to slow down for that curve,” Dr. Zarembski said. “I’m sure there was some familiarization, but the question is, how familiar was he with it?” Operators generally carefully study documents known as track charts, which describe the route’s speed limits and tricky areas, before stepping into the cab, he said. A former safety board railroad investigator, Russell Quimby, said that while there was no national standard for how many dry runs a railroad had to perform before opening a line, it was common to run practice trains under a variety of weather conditions and other circumstances. After a private briefing by investigators, Gov. Jay Inslee of Washington said, “there are a thousand unanswered questions about this right now.” The safety board blamed the 2008 crash of a commuter train in Los Angeles, which killed 25 people, on the distraction of the engineer, who was composing a text message when he ran a red light and collidedwith a freight train. That accident played an important role in evolving rail safety standards. It led the safety board to recommend inward-facing cameras in train cabs, and Amtrak committed in 2015 to installing them. The crash also prompted Congress to require that railroads adopt a system called positive train control — which the safety board has sought for decades — that automatically slows or stops a train that is moving too fast, or is in danger of running a red light or hitting another train. The law originally set a 2015 deadline for positive train control, which uses sensors both on the trains and along the tracks, communicating by radio frequencies. But after lobbying by railroads, Congress postponed the requirement. “Unfortunately, the deadline was the end of 2015, but Congress extended that deadline to the train companies, and allowed them to have until the end of 2018,” Ms. Dinh-Zarr said. Richard H. Anderson, the president of Amtrak, said at a news conference in Tacoma on Tuesday evening that it was too early to know whether positive train control could have prevented the accident. While some Amtrak routes have the technology, the Cascades line is scheduled to have it by the end of 2018, he said. “We have to keep this as a wake-up call,” Mr. Anderson said. “It is not acceptable that we are involved in these kinds of accidents.” Sound Transit, the regional agency that owns the track where the train derailed on Monday, said the system had been installed along the line, and the Washington State Department of Transportation has said that the entire Cascades route will have the system by mid-2018. “The locomotive was in the process of getting a P.T.C. system installed but it was not yet functional,” Ms. Dinh-Zarr said. Last Friday, a Cascades train took local dignitaries on the new route, including Eric F. Corp, a DuPont city councilman. Long before then, he said, people who knew anything about the line knew that there was a big curve going over the highway, requiring a major slowdown. “What speed we were going when we went around the corner I’m not sure, but it was slow and methodical,” he said. “It wasn’t like we were leaning or at no time did I think we were going too fast.” Two of the people killed, Zack Willhoite and James Hamre, were close friends and rail enthusiasts, traveling together on the train’s first public voyage. Mr. Hamre, a retired engineer, was a volunteer for All Aboard Washington, a rail advocacy organization; Mr. Willhoite worked as a customer support specialist for Pierce Transit, a local transportation agency. “It was just a given that they would be there,” said Lloyd Flem, a friend of the victims and the executive director of All Aboard Washington. “They had wanted to be on that very, very first run.” In an interview on Tuesday, Mr. Flem said that he had seen both men just a few days ago and that they were eager to board the train early Monday morning. On Tuesday, the scene of the crash, surrounded by police and emergency vehicles, began to look more like a construction site than a disaster. In a steady rain, huge cranes moved into place and began to lift the wrecked pieces of the train, while the crumpled remains of cars and trucks were loaded onto tractor-trailers to be taken away. The crash left at least two coaches tumbled onto their sides, one of them on top of another coach, and two dangling precariously off the edge of the bridge; the locomotive that was pulling the train came to a stop on the highway. Of the 14 cars in the train, only the locomotive at the rear, which was not in use at the time, did not derail. Continue reading the main story |
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| tacoma washington train nytimes – Google Search | ||||
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| The Early Edition: December 20, 2017 | ||||
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| Urban Dictionary: lab rat | ||||
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| writing on the wall – Google Search | ||||
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| ‘Antifa’ Falsely Linked to Amtrak Train Derailment by Right-Wing Conspiracy Peddlers | ||||
The anti-fascism movement, “antifa,” which is more of a protesting tactic than a formal group, has been the subject of blame in a growing number of bizarre—and false—conspiracy theories floated by right-wing pundits in recent months.
Take the mass shooting in Las Vegas that claimed scores of lives: Antifa was not involved, despite a theory otherwise. Then, antifa was blamed for a fake civil war plot. It never happened because such a thing was never planned. Antifa was also blamed for a mass shooting in a Texas church. Again, the shooting had nothing to do with anti-fascism, or with left-wing protesters in general. On Monday, some of the usual conspiracy theory suspects—conservative media personality Mike Cernovich, President Donald Trump mega-fan Jack Posobiec, the far-right website Gateway Pundit andAlex Jones’s InfoWars—all brought up antifa in the context of a fatal train derailment in Washington state, and they did so before investigators had even announced any formal explanation for the crash. Keep up with this story and more by subscribing now What we know about the derailment is that more than a dozen cars of an Amtrak train jumped the tracks, injuring scores of people and killing an unknown number of others near Dupont, an area south of Tacoma, Washington. What we don’t know is what caused the accident, though right-wing pundits were pushing out insinuations before a death toll could be established. Cernovich, who has pushed several other conspiracies tied to antifa, observed to his fans that “ANTIFA has a long and verifiable track record of obstructing train tracks, committing violence.” His friend Posobiec, who on Twitter doxed one of the women who accused Alabama Senate candidate Roy Moore of sexual misconduct this November, leaking her work address and a recent photo to his followers, used the forum to tie antifa to the deadly derailment. “Antifa has targeted trains for weeks very near where the Amtrak derailment tragedy took place today,” Posobiec mused. Gateway Pundit pushed the theory as well, falsely accusing It’s Going Down, a well-trafficked antifascist website, of covering up its associations with the derailment. PJ Media, another right-wing site, picked up on the conspiracy, as did Jones. The scene of a portion of the Interstate 5 highway after an Amtrak high-speed train derailed from an overpass early on December 18, near the city of Tacoma, Washington. KATHRYN ELSESSER/AFP/Getty Images “FLASHBACK: ANTIFA ADMITS TRAIN TRACK SABOTAGE NEAR TACOMA TO ‘STOP FRACKING,’” a headline on InfoWars read. “Antifa behind Tacoma train wreck?” The basis of the conspiracy appears to be a post published on a website called Puget Sound Anarchists that was rerun on a number of left-leaning sites and activist blogs earlier this year. “Early in the morning of April 20th we poured concrete on the train tracks that lead out of the Port of Olympia to block any trains from using the tracks,” the April 21 post read, adding that the group notified the train company of its actions. “We did this not to avoid damaging a train, nothing would bring bigger grins to our faces, but to avoid the risk of injuring railway workers.” Blocking trains that carry fracking equipment and other materials related to the production of fossil fuels has long been a tactic of environmental protesters. In May 2016, for example, 52 activists were cited for trespassing in Washington State after blocking a train that was headed to two refineries. That protest was part of the so-called Break Free protests, urging people to disengage with fossil fuels due to issues related to man-made climate change. People on the right became familiar with the April post on Puget Sound Anarchists because it ran concurrently on the website It’s Going Down, which has gained a wide reach by reporting on alleged fascism and left-wing activism from an anti-fascist perspective following Trump’s election. After right-wing provocateurs seized on the post as something meant to incite violence (the post goes out of its way to discourage violence), It’s Going Down denounced the accusations to Newsweek and said it removed the post from its website—months before Monday’s train derailment. Newsweek asked Cernovich why he felt it was important to talk about “antifa” in the context of this train incident. He wrote in response that “ANTIFA groups shouldn’t pour concrete on train tracks”; however there is no proof they did. He said that the derailment could be an accident, poor infrastructure, “antifa” or “ISIS.” (The Islamic State militant group has also been blamed for the accident on the imageboard site 8chan, and other sites that traffic in conspiracy theories.) Trump himself cited poor infrastructure as a national issue in the aftermath of the derailment, and declined to name any other potential causes. Anti-fascist activists have expressed frustration to Newsweek over having to repeatedly push back against a wave of what they call baseless conspiracy theories attached to their protests this year. They argue that the conspiracies are being spun deliberately and in bad faith. One compared the trend to the demonization of environmentalists and Black Lives Matter activists. |
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| tacoma wa train accident claims of responsibility – Google Search | ||||
Amtrak train derails in Washington state onto Interstate 5; at least 3 …Fox News–Dec 18, 2017
Jay Inslee declared a state of emergency after Amtrak train 501 derailed around 7:30 a.m. along Interstate 5 as it was leaving the new Tacoma station. … President Trump tweeted Monday afternoon: “The train accident that just occurred in DuPont, WA shows more than ever why our soon to be submitted …
Amtrak train hurtles off overpass; at least three people killed
<a href=”http://NBC4i.com” rel=”nofollow”>NBC4i.com</a>–Dec 18, 2017 |
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| The Animatronic Trump In Disney’s Hall Of Presidents Is The Stuff Of Nightmares | ||||
Disney unveiled the latest addition to its animatronic Hall of Presidents: a moving, talking rendition of Donald Trump. |
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| There’s real promise in Trump’s National Security Strategy – Washington Post | ||||
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| A crisis in leadership at the FBI – Washington Times | ||||
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| As FSB marks 100 years of relentless spy-hunt, it nails a friendly Norwegian pensioner – The Independent Barents Observer | ||||
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| The FBI Routinely Abuses Its Powers but the Trump Investigation Has Been By the Book – The Intercept | ||||
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| HR McMaster rejects claim that Trump is Putin’s puppet – New York Daily News | ||||
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| Labrat « Endless Canvas Bay Area Graffiti and Street Art | ||||
SKELA10, OTHER, LABRAT – Olympia, WAFriday, March 20th, 2015 Tags: Labrat, mata-hush, Olympia, Other, SBS, Skela10, Washington, WEAST, West Coast Graffiti |
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| “ Labrat Knats! graffiti – Google Search | ||||
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| “ Labrat Knats! graffiti – Google Search | ||||
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| “ Labrat Knats! graffiti – Google Search | ||||
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–
Sam Smith – Writing’s On The Wall (from Spectre)
“LABRAT KNATS!” Is this The Message on The (Social) Walls?
“Here is your “Collision” – “Collusion” for you, you “Lab-rats – g(k)nats(nuts)”! That what your name is: THE LABRAT KNATS! And I am just one of them, a little Lab Rat, “The Graffiti Artist as Prophet Writing On The Walls“. And be scared of the L.A. Brats – K-NATs, and be scared of the war with those nuts! Just by the way… And maybe, the “Antifas”, the Leftists, did it, too…” – in my interpretation as of 8:46 AM 12/20/2017 – M.N.
_______________________________
DUPONT, Wash. — The investigation into the fatal Amtrak crash near Tacoma, Wash., is focusing on the possibility that the engineer was distracted by a cellphone, another person in his cab or something else when the train barreled into a curve 50 miles per hour over the posted speed limit.
The crew did not activate the emergency brake before the derailment on Monday morning, said Bella Dinh-Zarr, the National Transportation Safety Board official overseeing the investigation, which might indicate that the engineer failed to perceive the danger.
At a news conference on Tuesday afternoon, she said the badly damaged cameras in the engineer’s cab — one facing forward, and the other inward, toward the person driving the train — had been sent to the safety board’s laboratory in Washington D.C. There, investigators will try to extract images showing what went on in the moments before the train plunged into a stand of trees and onto a busy highway, killing three people.
Ms. Dinh-Zarr stressed that the crew members — all of them hospitalized — had not yet been interviewed, and most of the evidence not yet analyzed. A data recorder on the train, carrying 77 passengers and seven crew members, indicated that it was racing at 80 miles per hour into a curve that is limited to 30 miles per hour, the safety board said. Excessive speed appeared to be the immediate cause of the crash, but the reason for that speed remained unknown.
“Distraction is one of our most wanted list of priorities at the N.T.S.B.” she said. “It’s protocol for us to look at all of the cellphone records of all the crew members whenever there is an accident of this type.”
There was a second person in the cab at the time of the crash, “a conductor who was getting experience and familiarizing himself with the territory,” Ms. Dinh-Zarr said. While that is common practice, rail safety experts say it can also be a distraction to the engineer, a possibility that she said would be investigated.
Drug and alcohol testing of crews is routine after train accidents, and the inward-facing cameras could show not only whether the engineer was distracted, but also whether he was impaired or fatigued — factors that have been blamed in other rail accidents.
Amtrak 501, on the Cascades service between Seattle and Portland, was the first to carry passengers on a new, faster route between Tacoma and Olympia, on tracks recently upgraded for passenger service. The unfamiliar, 14.5-mile stretch includes a spot where southbound trains leave a straightaway on a downhill slope before reaching the crash site, where the tracks curve onto an overpass crossing Interstate 5.
On that new part of the trip, “crews have been operating for at least two weeks prior to the accident with nonrevenue trains,” she said, including the engineer who was at the controls on Monday morning. But she would not say whether they had enough training before hauling passengers.
The fact that the train was on its inaugural run — and that the tracks had only recently been improved — may have contributed to the derailment, said Allan Zarembski, a professor of railroad safety and engineering at the University of Delaware.
The accident mirrored a 2015 crash in Philadelphia that killed eight people, when an Amtrak train took a turn much too fast and jumped the tracks. In the 2015 Philadelphia Amtrak derailment, the N.T.S.B. found that the engineer had lost “situational awareness” of where the train was on the route.
In this week’s accident, “the operator may not have been 100 percent familiar with that route or misjudged where he was and didn’t start to slow down for that curve,” Dr. Zarembski said. “I’m sure there was some familiarization, but the question is, how familiar was he with it?”
Operators generally carefully study documents known as track charts, which describe the route’s speed limits and tricky areas, before stepping into the cab, he said.
A former safety board railroad investigator, Russell Quimby, said that while there was no national standard for how many dry runs a railroad had to perform before opening a line, it was common to run practice trains under a variety of weather conditions and other circumstances.
After a private briefing by investigators, Gov. Jay Inslee of Washington said, “there are a thousand unanswered questions about this right now.”
The safety board blamed the 2008 crash of a commuter train in Los Angeles, which killed 25 people, on the distraction of the engineer, who was composing a text message when he ran a red light and collided with a freight train.
That accident played an important role in evolving rail safety standards. It led the safety board to recommend inward-facing cameras in train cabs, and Amtrak committed in 2015 to installing them.
The crash also prompted Congress to require that railroads adopt a system called positive train control — which the safety board has sought for decades — that automatically slows or stops a train that is moving too fast, or is in danger of running a red light or hitting another train. The law originally set a 2015 deadline for positive train control, which uses sensors both on the trains and along the tracks, communicating by radio frequencies. But after lobbying by railroads, Congress postponed the requirement.
“Unfortunately, the deadline was the end of 2015, but Congress extended that deadline to the train companies, and allowed them to have until the end of 2018,” Ms. Dinh-Zarr said.
Richard H. Anderson, the president of Amtrak, said at a news conference in Tacoma on Tuesday evening that it was too early to know whether positive train control could have prevented the accident. While some Amtrak routes have the technology, the Cascades line is scheduled to have it by the end of 2018, he said.
“We have to keep this as a wake-up call,” Mr. Anderson said. “It is not acceptable that we are involved in these kinds of accidents.”
Sound Transit, the regional agency that owns the track where the train derailed on Monday, said the system had been installed along the line, and the Washington State Department of Transportation has said that the entire Cascades route will have the system by mid-2018.
“The locomotive was in the process of getting a P.T.C. system installed but it was not yet functional,” Ms. Dinh-Zarr said.
Last Friday, a Cascades train took local dignitaries on the new route, including Eric F. Corp, a DuPont city councilman. Long before then, he said, people who knew anything about the line knew that there was a big curve going over the highway, requiring a major slowdown.
“What speed we were going when we went around the corner I’m not sure, but it was slow and methodical,” he said. “It wasn’t like we were leaning or at no time did I think we were going too fast.”
Two of the people killed, Zack Willhoite and James Hamre, were close friends and rail enthusiasts, traveling together on the train’s first public voyage. Mr. Hamre, a retired engineer, was a volunteer for All Aboard Washington, a rail advocacy organization; Mr. Willhoite worked as a customer support specialist for Pierce Transit, a local transportation agency.
“It was just a given that they would be there,” said Lloyd Flem, a friend of the victims and the executive director of All Aboard Washington. “They had wanted to be on that very, very first run.”
In an interview on Tuesday, Mr. Flem said that he had seen both men just a few days ago and that they were eager to board the train early Monday morning.
On Tuesday, the scene of the crash, surrounded by police and emergency vehicles, began to look more like a construction site than a disaster. In a steady rain, huge cranes moved into place and began to lift the wrecked pieces of the train, while the crumpled remains of cars and trucks were loaded onto tractor-trailers to be taken away.
The crash left at least two coaches tumbled onto their sides, one of them on top of another coach, and two dangling precariously off the edge of the bridge; the locomotive that was pulling the train came to a stop on the highway. Of the 14 cars in the train, only the locomotive at the rear, which was not in use at the time, did not derail.
Continue reading the main story
The crew did not activate the emergency brake before the derailment on Monday morning, said Bella Dinh-Zarr, the National Transportation Safety Board official overseeing the investigation, which might indicate that the engineer failed to perceive the danger.
At a news conference on Tuesday afternoon, she said the badly damaged cameras in the engineer’s cab — one facing forward, and the other inward, toward the person driving the train — had been sent to the safety board’s laboratory in Washington D.C. There, investigators will try to extract images showing what went on in the moments before the train plunged into a stand of trees and onto a busy highway, killing three people.
Ms. Dinh-Zarr stressed that the crew members — all of them hospitalized — had not yet been interviewed, and most of the evidence not yet analyzed. A data recorder on the train, carrying 77 passengers and seven crew members, indicated that it was racing at 80 miles per hour into a curve that is limited to 30 miles per hour, the safety board said. Excessive speed appeared to be the immediate cause of the crash, but the reason for that speed remained unknown.
“Distraction is one of our most wanted list of priorities at the N.T.S.B.” she said. “It’s protocol for us to look at all of the cellphone records of all the crew members whenever there is an accident of this type.”
There was a second person in the cab at the time of the crash, “a conductor who was getting experience and familiarizing himself with the territory,” Ms. Dinh-Zarr said. While that is common practice, rail safety experts say it can also be a distraction to the engineer, a possibility that she said would be investigated.
Drug and alcohol testing of crews is routine after train accidents, and the inward-facing cameras could show not only whether the engineer was distracted, but also whether he was impaired or fatigued — factors that have been blamed in other rail accidents.
Amtrak 501, on the Cascades service between Seattle and Portland, was the first to carry passengers on a new, faster route between Tacoma and Olympia, on tracks recently upgraded for passenger service. The unfamiliar, 14.5-mile stretch includes a spot where southbound trains leave a straightaway on a downhill slope before reaching the crash site, where the tracks curve onto an overpass crossing Interstate 5.
On that new part of the trip, “crews have been operating for at least two weeks prior to the accident with nonrevenue trains,” she said, including the engineer who was at the controls on Monday morning. But she would not say whether they had enough training before hauling passengers.
The fact that the train was on its inaugural run — and that the tracks had only recently been improved — may have contributed to the derailment, said Allan Zarembski, a professor of railroad safety and engineering at the University of Delaware.
The accident mirrored a 2015 crash in Philadelphia that killed eight people, when an Amtrak train took a turn much too fast and jumped the tracks. In the 2015 Philadelphia Amtrak derailment, the N.T.S.B. found that the engineer had lost “situational awareness” of where the train was on the route.
In this week’s accident, “the operator may not have been 100 percent familiar with that route or misjudged where he was and didn’t start to slow down for that curve,” Dr. Zarembski said. “I’m sure there was some familiarization, but the question is, how familiar was he with it?”
Operators generally carefully study documents known as track charts, which describe the route’s speed limits and tricky areas, before stepping into the cab, he said.
A former safety board railroad investigator, Russell Quimby, said that while there was no national standard for how many dry runs a railroad had to perform before opening a line, it was common to run practice trains under a variety of weather conditions and other circumstances.
After a private briefing by investigators, Gov. Jay Inslee of Washington said, “there are a thousand unanswered questions about this right now.”
The safety board blamed the 2008 crash of a commuter train in Los Angeles, which killed 25 people, on the distraction of the engineer, who was composing a text message when he ran a red light and collided with a freight train.
That accident played an important role in evolving rail safety standards. It led the safety board to recommend inward-facing cameras in train cabs, and Amtrak committed in 2015 to installing them.
The crash also prompted Congress to require that railroads adopt a system called positive train control — which the safety board has sought for decades — that automatically slows or stops a train that is moving too fast, or is in danger of running a red light or hitting another train. The law originally set a 2015 deadline for positive train control, which uses sensors both on the trains and along the tracks, communicating by radio frequencies. But after lobbying by railroads, Congress postponed the requirement.
“Unfortunately, the deadline was the end of 2015, but Congress extended that deadline to the train companies, and allowed them to have until the end of 2018,” Ms. Dinh-Zarr said.
Richard H. Anderson, the president of Amtrak, said at a news conference in Tacoma on Tuesday evening that it was too early to know whether positive train control could have prevented the accident. While some Amtrak routes have the technology, the Cascades line is scheduled to have it by the end of 2018, he said.
“We have to keep this as a wake-up call,” Mr. Anderson said. “It is not acceptable that we are involved in these kinds of accidents.”
Sound Transit, the regional agency that owns the track where the train derailed on Monday, said the system had been installed along the line, and the Washington State Department of Transportation has said that the entire Cascades route will have the system by mid-2018.
“The locomotive was in the process of getting a P.T.C. system installed but it was not yet functional,” Ms. Dinh-Zarr said.
Last Friday, a Cascades train took local dignitaries on the new route, including Eric F. Corp, a DuPont city councilman. Long before then, he said, people who knew anything about the line knew that there was a big curve going over the highway, requiring a major slowdown.
“What speed we were going when we went around the corner I’m not sure, but it was slow and methodical,” he said. “It wasn’t like we were leaning or at no time did I think we were going too fast.”
Two of the people killed, Zack Willhoite and James Hamre, were close friends and rail enthusiasts, traveling together on the train’s first public voyage. Mr. Hamre, a retired engineer, was a volunteer for All Aboard Washington, a rail advocacy organization; Mr. Willhoite worked as a customer support specialist for Pierce Transit, a local transportation agency.
“It was just a given that they would be there,” said Lloyd Flem, a friend of the victims and the executive director of All Aboard Washington. “They had wanted to be on that very, very first run.”
In an interview on Tuesday, Mr. Flem said that he had seen both men just a few days ago and that they were eager to board the train early Monday morning.
On Tuesday, the scene of the crash, surrounded by police and emergency vehicles, began to look more like a construction site than a disaster. In a steady rain, huge cranes moved into place and began to lift the wrecked pieces of the train, while the crumpled remains of cars and trucks were loaded onto tractor-trailers to be taken away.
The crash left at least two coaches tumbled onto their sides, one of them on top of another coach, and two dangling precariously off the edge of the bridge; the locomotive that was pulling the train came to a stop on the highway. Of the 14 cars in the train, only the locomotive at the rear, which was not in use at the time, did not derail.
Continue reading the main story
“Lab-rats – g(k)nats(nuts)”?
Was this a question addressed to all the “viewers“, a sort of “writing on the wall” cum “message in a bottle” cum “information wars“?
“LABRAT KNATS!“
Is this the answer that we heard?- M.N.
LABRAT KNATS!
Disney unveiled the latest addition to its animatronic Hall of Presidents: a moving, talking rendition of Donald Trump.
__________________________________
‘Antifa’ Falsely Linked to Amtrak Train Derailment by Right-Wing Conspiracy Peddlers
The anti-fascism movement, “antifa,” which is more of a protesting tactic than a formal group, has been the subject of blame in a growing number of bizarre—and false—conspiracy theories floated by right-wing pundits in recent months.
Take the mass shooting in Las Vegas that claimed scores of lives: Antifa was not involved, despite a theory otherwise. Then, antifa was blamed for a fake civil war plot. It never happened because such a thing was never planned. Antifa was also blamed for a mass shooting in a Texas church. Again, the shooting had nothing to do with anti-fascism, or with left-wing protesters in general.
On Monday, some of the usual conspiracy theory suspects—conservative media personality Mike Cernovich, President Donald Trump mega-fan Jack Posobiec, the far-right website Gateway Pundit andAlex Jones’s InfoWars—all brought up antifa in the context of a fatal train derailment in Washington state, and they did so before investigators had even announced any formal explanation for the crash.
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What we know about the derailment is that more than a dozen cars of an Amtrak train jumped the tracks, injuring scores of people and killing an unknown number of others near Dupont, an area south of Tacoma, Washington. What we don’t know is what caused the accident, though right-wing pundits were pushing out insinuations before a death toll could be established.
Cernovich, who has pushed several other conspiracies tied to antifa, observed to his fans that “ANTIFA has a long and verifiable track record of obstructing train tracks, committing violence.” His friend Posobiec, who on Twitter doxed one of the women who accused Alabama Senate candidate Roy Moore of sexual misconduct this November, leaking her work address and a recent photo to his followers, used the forum to tie antifa to the deadly derailment. “Antifa has targeted trains for weeks very near where the Amtrak derailment tragedy took place today,” Posobiec mused. Gateway Pundit pushed the theory as well, falsely accusing It’s Going Down, a well-trafficked antifascist website, of covering up its associations with the derailment. PJ Media, another right-wing site, picked up on the conspiracy, as did Jones.
The scene of a portion of the Interstate 5 highway after an Amtrak high-speed train derailed from an overpass early on December 18, near the city of Tacoma, Washington. KATHRYN ELSESSER/AFP/Getty Images
“FLASHBACK: ANTIFA ADMITS TRAIN TRACK SABOTAGE NEAR TACOMA TO ‘STOP FRACKING,’” a headline on InfoWars read. “Antifa behind Tacoma train wreck?”
The basis of the conspiracy appears to be a post published on a website called Puget Sound Anarchists that was rerun on a number of left-leaning sites and activist blogs earlier this year.
“Early in the morning of April 20th we poured concrete on the train tracks that lead out of the Port of Olympia to block any trains from using the tracks,” the April 21 post read, adding that the group notified the train company of its actions. “We did this not to avoid damaging a train, nothing would bring bigger grins to our faces, but to avoid the risk of injuring railway workers.”
Blocking trains that carry fracking equipment and other materials related to the production of fossil fuels has long been a tactic of environmental protesters. In May 2016, for example, 52 activists were cited for trespassing in Washington State after blocking a train that was headed to two refineries. That protest was part of the so-called Break Free protests, urging people to disengage with fossil fuels due to issues related to man-made climate change.
People on the right became familiar with the April post on Puget Sound Anarchists because it ran concurrently on the website It’s Going Down, which has gained a wide reach by reporting on alleged fascism and left-wing activism from an anti-fascist perspective following Trump’s election. After right-wing provocateurs seized on the post as something meant to incite violence (the post goes out of its way to discourage violence), It’s Going Down denounced the accusations to Newsweek and said it removed the post from its website—months before Monday’s train derailment.
Newsweek asked Cernovich why he felt it was important to talk about “antifa” in the context of this train incident. He wrote in response that “ANTIFA groups shouldn’t pour concrete on train tracks”; however there is no proof they did. He said that the derailment could be an accident, poor infrastructure, “antifa” or “ISIS.” (The Islamic State militant group has also been blamed for the accident on the imageboard site 8chan, and other sites that traffic in conspiracy theories.) Trump himself cited poor infrastructure as a national issue in the aftermath of the derailment, and declined to name any other potential causes.
Anti-fascist activists have expressed frustration to Newsweek over having to repeatedly push back against a wave of what they call baseless conspiracy theories attached to their protests this year. They argue that the conspiracies are being spun deliberately and in bad faith. One compared the trend to the demonization of environmentalists and Black Lives Matter activists.
Take the mass shooting in Las Vegas that claimed scores of lives: Antifa was not involved, despite a theory otherwise. Then, antifa was blamed for a fake civil war plot. It never happened because such a thing was never planned. Antifa was also blamed for a mass shooting in a Texas church. Again, the shooting had nothing to do with anti-fascism, or with left-wing protesters in general.
On Monday, some of the usual conspiracy theory suspects—conservative media personality Mike Cernovich, President Donald Trump mega-fan Jack Posobiec, the far-right website Gateway Pundit andAlex Jones’s InfoWars—all brought up antifa in the context of a fatal train derailment in Washington state, and they did so before investigators had even announced any formal explanation for the crash.
Keep up with this story and more by subscribing now
What we know about the derailment is that more than a dozen cars of an Amtrak train jumped the tracks, injuring scores of people and killing an unknown number of others near Dupont, an area south of Tacoma, Washington. What we don’t know is what caused the accident, though right-wing pundits were pushing out insinuations before a death toll could be established.
Cernovich, who has pushed several other conspiracies tied to antifa, observed to his fans that “ANTIFA has a long and verifiable track record of obstructing train tracks, committing violence.” His friend Posobiec, who on Twitter doxed one of the women who accused Alabama Senate candidate Roy Moore of sexual misconduct this November, leaking her work address and a recent photo to his followers, used the forum to tie antifa to the deadly derailment. “Antifa has targeted trains for weeks very near where the Amtrak derailment tragedy took place today,” Posobiec mused. Gateway Pundit pushed the theory as well, falsely accusing It’s Going Down, a well-trafficked antifascist website, of covering up its associations with the derailment. PJ Media, another right-wing site, picked up on the conspiracy, as did Jones.
The scene of a portion of the Interstate 5 highway after an Amtrak high-speed train derailed from an overpass early on December 18, near the city of Tacoma, Washington. KATHRYN ELSESSER/AFP/Getty Images
“FLASHBACK: ANTIFA ADMITS TRAIN TRACK SABOTAGE NEAR TACOMA TO ‘STOP FRACKING,’” a headline on InfoWars read. “Antifa behind Tacoma train wreck?”
The basis of the conspiracy appears to be a post published on a website called Puget Sound Anarchists that was rerun on a number of left-leaning sites and activist blogs earlier this year.
“Early in the morning of April 20th we poured concrete on the train tracks that lead out of the Port of Olympia to block any trains from using the tracks,” the April 21 post read, adding that the group notified the train company of its actions. “We did this not to avoid damaging a train, nothing would bring bigger grins to our faces, but to avoid the risk of injuring railway workers.”
Blocking trains that carry fracking equipment and other materials related to the production of fossil fuels has long been a tactic of environmental protesters. In May 2016, for example, 52 activists were cited for trespassing in Washington State after blocking a train that was headed to two refineries. That protest was part of the so-called Break Free protests, urging people to disengage with fossil fuels due to issues related to man-made climate change.
People on the right became familiar with the April post on Puget Sound Anarchists because it ran concurrently on the website It’s Going Down, which has gained a wide reach by reporting on alleged fascism and left-wing activism from an anti-fascist perspective following Trump’s election. After right-wing provocateurs seized on the post as something meant to incite violence (the post goes out of its way to discourage violence), It’s Going Down denounced the accusations to Newsweek and said it removed the post from its website—months before Monday’s train derailment.
Newsweek asked Cernovich why he felt it was important to talk about “antifa” in the context of this train incident. He wrote in response that “ANTIFA groups shouldn’t pour concrete on train tracks”; however there is no proof they did. He said that the derailment could be an accident, poor infrastructure, “antifa” or “ISIS.” (The Islamic State militant group has also been blamed for the accident on the imageboard site 8chan, and other sites that traffic in conspiracy theories.) Trump himself cited poor infrastructure as a national issue in the aftermath of the derailment, and declined to name any other potential causes.
Anti-fascist activists have expressed frustration to Newsweek over having to repeatedly push back against a wave of what they call baseless conspiracy theories attached to their protests this year. They argue that the conspiracies are being spun deliberately and in bad faith. One compared the trend to the demonization of environmentalists and Black Lives Matter activists.
Mike Nova’s Shared NewsLinks
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| tacoma wa train accident claims of responsibility – Google Search | ||||
Amtrak train derails in Washington state onto Interstate 5; at least 3 …Fox News–Dec 18, 2017
Jay Inslee declared a state of emergency after Amtrak train 501 derailed around 7:30 a.m. along Interstate 5 as it was leaving the new Tacoma station. … President Trump tweeted Monday afternoon: “The train accident that just occurred in DuPont, WA shows more than ever why our soon to be submitted …
‘Antifa’ Falsely Linked to Amtrak Train Derailment by Right-Wing …
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| Labrat « Endless Canvas Bay Area Graffiti and Street Art | ||||
SKELA10, OTHER, LABRAT – Olympia, WAFriday, March 20th, 2015 Tags: Labrat, mata-hush, Olympia, Other, SBS, Skela10, Washington, WEAST, West Coast Graffiti |
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| “ Labrat Knats! graffiti – Google Search | ||||
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| “ Labrat Knats! graffiti – Google Search | ||||
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| “ Labrat Knats! graffiti – Google Search | ||||
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| LABRAT KNATS! | ||||
Thread: LABRAT KNATS!
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| “ Labrat Knats! graffiti – Google Search | ||||
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| Massive Amtrak Train Derailment Above I-5 Dupont, Washington State Six Killed | ||||
“Derailment” is not an appropriate term for this accident as an Amtrack passenger train hurtled from the rails near 70 MPH on the first-ever run (at speed) along this line. At least six people have been killed. There were 78 people on board for the inaugural run.
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| Wash state train wreck many killed What is Labrat on bridge mean | ||||
chuckhoffmann Wrote: ——————————————————- > It’s “L.A. brat, K-nat”. It’s a kid who was born > in Korea (hence “KNAT” for “Korean national”), but > grew up in Los Angeles, California (an “L.A. > brat”). > > The highway over which this train runs is > Interstate 5, which runs all the way from > Vancouver down to Tijuana and hits most of the > major West Coast cities in between, including Los > Angeles. I suspect some kid was on a road trip and > decided to leave a little something behind. Attachments:
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| 6:04 AM 12/19/2017 Tacoma Washington Pierce county semantic interpretation M.N.: This accident definitely looks like a subject for the FBI investigation. | ||||
_______________________________________ LABRAT KNAT Interpretation “La Brat – Nut, La Brat – knat… (“Kumar – Komar” – Hello, baby; Mazel Tov! – Is this the same root as in “Shli-Mazel“? Yes, actually it is. See also: Difference between schlemiel and schlimazel I guess the additional differentiating criterion is that schlimazels also like to use graffiti. – ?Signature? … Continue reading“6:04 AM 12/19/2017 – “Tacoma Washington Pierce county” – semantic interpretation – M.N.: This accident definitely looks like a subject for the FBI investigation.” |
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| tacoma washington pierce county – Google Search | ||||
Amtrak derailment: Train was traveling at 80 mph in 30-mph zone<a href=”http://NBCNews.com” rel=”nofollow”>NBCNews.com</a>–2 hours ago
The train that careened off a bridge outside Tacoma, Washington, killing three people was traveling at 80 mph on a 30-mph stretch of track, federal … a lot of injuries and some people were able to get off the train,” Detective Ed Troyer, a spokesman for the Pierce County Sheriff’s Department, told reporters.
At least 3 dead after Amtrak train derails going 80 mph in 30-mph …ABC News–5 hours ago
None of the deaths were among those who were on the roadway of Interstate 5 when the train cars fell, according to the Pierce County Sheriff’s Office. However … A map released by the Associated Press shows the location of the Amtrak Cascades 501 train derailment south of Tacoma, Washington, Dec.
Speed Cited in Amtrak Derailment That Killed at Least 3 in Washington
In-Depth–New York Times–1 hour ago 6 dead after Amtrak Cascades train derails onto Interstate 5 near …Statesman Journal–14 hours ago
At least five vehicles on I-5 were struck by derailed train cars tumbling down from the tracks above, Pierce County Sheriff’s Department spokesman Ed …. “The train accident that just occurred in DuPont, WA shows more than ever why our soon to be submitted infrastructure plan must be approved quickly.
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 James Clapper. AP
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| Amtrak train derails on newly opened route | ||||
Authorities say ‘injuries and casualties reported’ in Amtrak train derailment south of Seattle.
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