Good on this kid for going to such lengths to verify his hypothesis and show a serious weakness in railway infrastructure. I hope he goes on to become a serious railway enthusiast and advocate for safe, efficient rail.
However, there are way too many factors in the number of derailments and safety incidents in US rail operations to pin them down to this one issue. Once the major operators embarked on a journey to squeeze more and more money out of the business, a lot of things happened. Trains became longer - excessively so. Used to be that a train 1.4 miles long was considered massive. These days they are the norm. Can you imagine a train so long that, in hilly terrain, sections of it are being dragged uphill while other sections are pushing downhill?
Reductions in staff, motive power fleets and maintenance have led to trains being badly composed, with loads being distributed in a less than optimal way. An old railway man once told me that the only time he broke a train was when he, in a rush and under pressure, agreed to attach a rake of fully loaded freight cars to the end of a train of empties. Unequal load distribution played a role in a number major derailment incidents, among them a derailment in Hyndman, PA, which required the town to be evacuated for several days.
ProPublica have a series of articles regarding rail safety, and specifically one about the dangers of long trains. So while the worn out springs certainly don’t help, they are only one of many things that are impacting rail safety, and probably not even the lowest hanging fruit.
Riva TNT 16MB, brand name Elsa, card called Erazor.