[Date Prev][Date Next] [Chronological] [Thread] [Top]

(erielack) EL Wreck Windhan, Ohio

From: "Tony Horn" <tonyhorn_@_earthlink.net>
To: <erielack_@_lists.railfan.net>
Subject: Wynham OH wreck
Date: Thu, 11 Jan 2001 07:42:19 -0600

Rich Behrent indicated that the 2 SDP-45s involved in this Ohio wreck =
were the only ones with striped snowplows.  They were also rebuilt with =
modified SD-45-2 body sheeting, one, I believe, a bit more extensively =
than the other.

Has anyone tried to model one of these units or have suggestions on how =
to do so?
Tony Horn
ELHS #2
- ------------------------------
Ask and ye shall receive the readers digest version of the FRA report.......

Federal railroad Administration
Railroad safety Board
- ---------------------------------------------
Railroad accident Investigation
Summary report No.74
- --------------------------------------------
Erie Lackawanna Railway Company
Windham, Ohio
November 22, 1973
- --------------------------------------------
The accident
____________

About 5:20 p.m., November 22, 1973, a detoured eastbound Erie Lackawanna
freight train moving 50 m.p.h. on No. 1 track in Windham, Ohio, entered an
open switch to an industrial track and derailed two locomotive units and the
first 12 cars. The weather was clear.

Casualties
____________

The engineer was killed, the fireman seriously injured and the front
brakeman sustained minor injuries.

Cause
____________

The accident was caused by juvenile trespassers who opened the switch
leading from the main track to the industrial track.

Damages
_____________

Three cars were destroyed, two locomotive units and nine cars had
substantial damage. The carrier estimated the cost of damage to track and
equipment at $386,400.

Railroad operation and physical characteristics
_________________________________________

  The accident occurred on that part of the railroad extending eastward from
Brady Lake to SN Junction. Ohio. a distance of 23.5 mile. Windham is 15.2
miles east of Brady Lake. In the accident area there is double track
protected by an ABS signal system. At Windham an industrial spur track
connects to the main track to the north. This switch is facing point for
eastward movements. The derailment occurred on the spur track about 110 feet
of the point of that switch.
  From the west on track No.1 there are, successively, a tangent of 5,975
feet a 1 degree curve to the right 160 feet to the industrial track switch
and 100 feet beyond. The average grade in the accident area is 0.66%
descending eastward. 
   The industrial track switch is a #10 left hand turnout. Protected by a
Model 51-a Bethlehem New Model switch stand with six inch red and white
targets attached. A padlock was provided for securing the switch in normal
position. From the point of the switch the track curvature was 7 degrees 28"
to the left for about 94 feet followed by a 14 degree curve to the left 16
feet to the point of derailment and 174 feet beyond.

Circumstances
______________

 This train consisting of diesel-electric locomotive units EL 3657, EL 3667
both EMD SD-45's (Actually SDP-45's) 26 cars and a caboose left Chicago,
Illinois, at 4:45 a.m. , the day of the accident, After the prescribed brake
test. Crews were changed at Marion, Ohio, 113.4 miles west of Kent, where
the outbound crew went on duty at 11:50 a.m. after the prescribed off duty
period.
  The train arrived at kent, on track No.2 , at 4:00 p.m. where arrangments
were made to detour against the current of traffic on No. 1 track. About
5:00 p.m. EL Extra 3657 East crossed over No.2 track to No.1 track and
accelerated to maximum track speed of 50 M.P.H. The Fireman a promoted
Engineer was operating the locomotive from the lead unit and the engineer
was also seated in the lead unit(EL 3657). The front brakemen was riding the
second locomotive (EL 3667) the conductor and flagman were riding the
caboose.
  At 5:20 p.m. EL Extra 3657 East was moving Eastward on Track No. 1 at 50
m.p.h. as indicated on the speed recorder when the front end was diverted
into the industrial track at Windham. Immediately thereafter the locomotive
units and the first 12 cars became derailed. The locomotives came to rest on
there right sides between the industrial and the main tracks. The 12 cars
stopped in various directions behind the locomotives, The fireman stated
they were unaware of the open switch and he applied the applied the train
brakes as they entered the industrial siding but it did not reduce the
trains speed at time of derailment.  

Trespassers
______________

Investigation by the carrier's protective department resulted in the
apprehension of two juveniles, age 7 and 8, who admitted placing the switch
in reverse direction and locking the operating level with the switch
padlock. The boys stated they found the padlock open and did not have a
switch padlock key.

Previous Train Movements
_______________________ 

  The industrial track switch was last operated by a road switch crew about
7:15 a.m. the day before the accident. The conductor of this crew stated he
lined the switch to the normal position and locked the padlock.
  A westbound freight train passed the industrial track switch, on #1 track
No.1 about 4:00 p.m. the day of the accident. From all indications the
switch was lined for the main track at this time.

Findings
_______________________

1. At the time of the accident EL Extra 3657 East was being operated in
accordance with applicable rules and regulations of the carrier.
2. The industrial track switch was lined for movement from track No.1 to
siding and locked in reverse position.
3. Crew members on first locomotive EL 3657 East were unaware of the open
switch until the locomotive entered the industrial track.
4. The switch was operated by juvenile trespassers a short time prior to the
approach of EL Extra 3657 East.
5. It could not be determined how the switch padlock was opened prior to
accident.
6. The signal system served no useful purpose in the detour operation of EL
Extra 3657 East.

Dated at Washington D.C, This 28th day of October, 1975 By the Federal
Railroad Administration
Donald M. Bennett
Chairman
Railroad Safety Board
- ----------------------------------------------------------

And That's the reason why those two SDP-45's look so different!
Todd (ELHS#1318)


 

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