Calls to the home went unanswered.
Weener sketched a scenario that suggested that the train’s throttle was let up and the brakes were fully applied way too late to stave off disaster.
He said the throttle went to idle six seconds before the derailed train came to a complete stop — “very late in the game” for a train going that fast — and the brakes were fully engaged five seconds before the train stopped.
It takes about a quarter-mile to a half-mile to stop a train going 82 mph, Federal Railroad Administration spokesman Kevin Thompson said.
Asked whether the tragedy was the result of human error or faulty brakes, Weener said: “The answer is, at this point in time, we can’t tell.”
But he said investigators are unaware of any problems with the brakes during the nine stops the train made before the derailment.
The wreck came two years before the federal government’s deadline for Metro-North and other railroads to install automatic-slowdown technology designed to prevent catastrophes caused by human error.
Metro-North’s parent agency and other railroads have pressed the government to extend Congress’ 2015 deadline a few years because of the cost and complexity of the Positive Train Control system, which uses GPS, wireless radio and computers to monitor trains and stop them from colliding, derailing or going the wrong way.
Steve Ditmeyer, a former FRA official who teaches at Michigan State University, said the technology would have monitored the brakes and would not have allowed the train in Sunday’s tragedy to exceed the speed limit.
“A properly installed PTC system would have prevented this train from crashing,” he said. “If the engineer would not have taken control of slowing the train down, the PTC system would have.”
On Sunday, the train was about half full, with about 150 people aboard, when it ran off the rails around 7:20 a.m. while rounding a bend where the Harlem and Hudson rivers meet. The lead car landed inches from the water. More than 60 people were injured.