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(erielack) Wreck at Newburgh Junction...

Based on Al Tillotson's pretty comprehensive response and the recent thread,
here is a short essay by Arthur Erdman, former EL tower operator, that
pretty thoroughly describes the incident...

	- Paul




54.	Encounter at NJ

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 4:05 AM for a 4:30
AM departure. CX99 was an all-piggyback train, predominantly United Parcel
Service (UPS) trailers. Each division office, as well as the EL's system
office in Cleveland, Ohio closely watched this train. 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 turn
locomotives such as the E8's. There was an equipment train run, Number X-51,
that left Suffern, NY at 5:10 AM destined for 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 4:30 AM. With X-51 scheduled to leave Suffern at
5:10 AM, there was generally a conflict between the two trains at Suffern.
To avoid delay to CX99, the Dispatcher would operate X-51 west on the
eastbound track between Suffern and NJ whenever possible, 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 Restaurant 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.

5:40 AM, 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 was
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...

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