[NoCmpromiz]

If he saw a clear signal(green) that allowed for him to proceed at max speed (100mph),

No.

A clear would not give permission to exceed the max speed limit. In the section before the curve that would be 70 mph with the additional restriction of the requirement to 'enter' the curve at 50 mph, also under a 'clear' signal. Any other aspect ('approach') would require a further reduction to whatever that speed was. A restricted (red) signal would require a stop.

As far as I know the NE Corridor is still signaled with the PRR 'position-light' signals. The only difference is that now the signals are colorized and two instead of three lamp.

Here is a photo of PRR position light signals displaying Rule 285 ("Approach")

Rule 285, Approach: Proceed prepared to stop at next signal. Train exceeding medium speed must at once reduce to that speed.

Here is the modified PRR color-position-light signal as now used by Amtrak.

[Publius]

Thank you for posting that. I didn’t know that Amtrak had gone to its own 2-lamp version of the 3-lamp position signals.

[Ez2BRepub]

I was responding to another poster’s idea that the Engineeer was distracted at the time and lost track of where he was located, hence the comment on signal aspect and speed.

I am a train person and am aware of the way signals, etc. work. But thanks for the reminder.

[American Constitutionalist]

The engineers and conductors have 2 way radios like walkie talkies, if the engineer saw something or something would have hit the train the conductor and engineer would have been in communication between each other.

The conductor is the boss of the train.