(erielack) Encounter at NJ

[RICHARD WISNESKI 973-491-7808 <"CPLNRCW_@_njtransit.state.nj.us">]

All: 

I asked AJ Erdman to send out this acount of the X-51/CX99 wreck, since it's
been a big topic of discussion on the list lately.  In speaking with others who
know about it, they state that the EL was operating the NJDOT equipment within
the terms of the NJDOT agreement when this wreck ocurred.

Rich Wisneski



Encounter at NJ
By A.J. Erdman

In a previous essay, I mentioned the thick fog conditions experienced in the
Ramapo Valley between Suffern and Newburgh Junction (Harriman) NY. This fog
played a role in an unfortunate event in the pre-dawn hours of the morning of
Friday March 9 1973 at NJ Interlocking, which is what the Erie Lackawanna
called Newburgh Junction. The tower at NJ had been closed for about a year,
with the interlocking being remote controlled by the West End Train Dispatcher
in Hoboken, New Jersey. In addition to NJ being remotely controlled, the
interlocking itself was reconfigured to allow for higher speed movements
through it. An equilateral turnout was installed where the Main Line and the
Graham Line Single Tracks separated, allowing a Clear or high green signal
indication to be displayed on the Home Signal at NJ for westbound trains. A
westbound train lined for the Graham Line Siding at NJ received a Medium
Approach or a center yellow indication on the Home Signal. This arrangement
would have a significant role in the event which was to occur.

Croxton 99 (CX99) was usually ordered at Croxton Yard at 405AM for a 430AM
departure. CX99 was an all piggyback train, predominently United Parcel Service
(UPS) trailers. This train was closely watched by each Division and the EL's
System Office in Cleveland, Ohio. Each minute of delay had to be accounted for.
The operation of CX99 was a true cooperative effort on the part of management
and employees and UPS responded by keeping this traffic on the EL It was a
pleasure to watch CX99 change crews at Port Jervis. The train did not even
stop, with the New York Division crew stepping off and the Susquehanna Division
crew stepping on with the train moving at a walk. When the crew change was
completed, the Engineer would open the throttle and take off like a "Flying
Saucer" (to use an Erie term), heading for Chicago.

The New Jersey Department of Transportation had recently replaced the old Erie
Stillwell Coaches and RS3, GP7 and E8 locomotives with new General Electric
U34CH locomotives and Pullman Standard Push Pull cars for the EL's Suburban
Passenger service. This new equipment eliminated the need for locomotives to
run around their trains at the end of the run or to also turn locomotives, such
as the E8's. There was an equipment train run, Number X-51, that left Suffern
NY at 510AM destined East Greycourt, NY, where it changed direction to cover
Train 50 from Monroe, NY to Hoboken, NJ.  This train consisted of a U34CH west
out and six push pull coaches.

CX99 usually departed Croxton Yard HX at 430AM. With X-51 scheduled to leave
Suffern at 510AM, there was generally a conflict betweeen the two trains at
Suffern. To avoid delay to CX99, when possible, the Dispatcher would operate
X-51 west on the Eastbound Track between Suffern and NJ, leaving the Westbound
Track clear for CX99. This was the case on the morning of Friday March 9 1973.
Train X-51 departed Suffern on the Eastbound Track on time that morning,
quickly disappearing in the heavy fog. About 10 minutes later, CX99 passed SF
Tower at Suffern on the Westbound Track. CX99 this day had two EL U33C Engines
and about 55 cars, all piggyback.

The crew of X-51 had a routine each morning of stopping for coffee at the Red
Apple Rest at MP 40.0. This was the case on this fateful morning. After getting
their coffee, X-51 departed the Red Apple, headed for NJ. The Engineer of CX99
had his first glimpse of X-51's red markers fading into the fog while
approaching the Red Apple. 

In order to give CX99 the fastest possible move at NJ, the Train Dispatcher
decided to hold the signal at Stop for X-51 and line CX99 from the Westbound
Track to the Graham Line, Main Track so CX99 would receive a Clear signal
indication. The Dispatcher could have lined CX99 for the Graham Line Siding and
X-51 for the Single Track Main Line simultaneously, but this would have given
CX99 a slower signal, delaying CX99 for several minutes. 

The westbound Home Signal at NJ for the Eastbound Track is a small single light
ground signal. The westbound signal at NJ for the Westbound Track is a tall,
three target ground mast type signal. X-51 was approaching NJ in the heavy fog
and the engine crew apparently could not see the ground signal displaying Stop
for them. X-51 passed the red Home Signal, proceeded into the Interlocking, ran
through the power switch and headed for the Graham Line. When the engineer on
X-51 realized he was on the Graham Line, he stopped the train.

CX99 was cruising along at Arden, NY approaching Automatic Signal 43-1, which
was displaying Green over Red, or Clear. Signal 43-1 was the Distant Signal to
NJ. Based upon the indication on Signal 43-1, CX99 knew they were lined up at
NJ. Just as CX99 passed Signal 43-1, X-51 ran by the Stop signal at NJ into the
path of CX99. 

The engineer on X-51 began to key in the remote control radio base station at
NJ to report to the Train Dispatcher that he was on the Graham Line instead of
the Main Line. CX99 came out of the fog at NJ to an all red (Stop) Home Signal
and X-51 standing in front of them on the Graham Line. The Engineer of CX99
placed the train in Emergency and he grabbed the Fireman and both fell to the
floor of the engine. 

540AM Friday March 9 1973, CX99 collided with X-51's rear Control Car. The
Control Car rode up onto CX99's lead Engine 3305 into the cab. Fortunately, by
laying on the floor of the engine, the Engineer and Fireman survived. The
Control Car then continued in the air, landing on the cab of CX99's rear unit.
The Conductor and Head Brakeman of CX99 had been thrown to the floor in the
collision and they too, survived. The crew of X-51 were either on the engine or
in the west coach so they also were uninjured.

The weekend of March 10 and 11 were spent cleaning up this horrendous mess.
The fog had claimed another victim, in this case more than one.

If the tower at NJ had not been eliminated, could the Towerman have possibly
prevented this accident?  Questions that can never be answered.


 ------------------------------------------------------------
Visit the erielack photopage at http://el-list.railfan.net

------------------------------