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(erielack) Remains of 1233



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Lake_Jct.jpg (image/pjpeg, 2060x1390 519265 bytes, BF: 5.51 ppb)
Remains_of_1233.jpg (image/pjpeg, 2103x1419 483327 bytes, BF: 6.17 ppb)
EL_hopper.jpg (image/pjpeg, 1397x1974 398288 bytes, BF: 6.92 ppb)

  As promised here are the photos I captured of former EL GP-7 1233 at Lake Junction a few weeks ago. Almost 32 years to the day of the wreck! As you can see these appear to be the remains of the fireman's side battery box covers, and look how the Erie Lackawanna gray paint has held up three decades after that tragic accident. 
   
   Here's a little backround on this forgotten piece of locomotive rusting in the woods... About 5:30 PM EL Extra 1233 east plus Caboose C853 a boxcar and CNJ RS3 #1700 in tow with 27 cars trailing. Derailed at Lake Jct, traveling at a speed of 57 MPH. This train struck a CNJ train that was operating on an adjacent track in the yard. CNJ Engine 1531 With caboose had been waiting for Extra 1233 East to arrive and had aligned the switches for this move, They were in accordance with all rules.
     As Extra 1233 east left Port Morris two brake pipe applications were made on the 1.10% descending grade, Then an emergency application was made however train speed increased. The engineer told the head brakeman to go to the caboose & advise the Conductor & Flagman to jump. The three crew members attempted to set the brakes in C853 & open the emergency valve but this had no effect on the train. 
  The conductor leaned out and noticed the engineer about to alight from EL 1233 and he yelled to them that the speedometer had indicated 45 MPH. Shortly thereafter the train entered the steep New Connection to the CNJ Lake junction yard. The crew of CNJ 1531 saw the train approaching at a high rate of speed, And all but the Brakeman in the caboose ran to safety. The derailment occurred where the New & Old connection meet in the yard.    The EL flagmen was killed & the Head Brakemen was fatally injured. Both the Conductor and Engineer of the EL train sustained multiple fractures & lacerations. The CNJ Brakeman fractured his orbital bone & the Engineer sustained a leg muscle strain.   The cause of the wreck after careful inspection showed an improperly positioned double-heading cock was set on the idling engine in tow (CNJ 1700). This caused the brakes on this locomotive & the 27 rear cars to stay in a released condition, Also it showed that the angle cock on C853 was in a
 closed position, Heat damage to the brake shoes on C853 & GP7 1233 showed they were the only ones making brake applications. It was also discovered that the Conductor of EL 1233 east did not participate in a brake test at Port Morris before departing.     This is short version of a report dated Sept.22,1975 But I witnessed the 1233 leading the Totowa Roustabout about one year after this incident!. From the looks of the wreck photos of 1233 its still  incredible EL had it back in operating condition so quickly! The rear car-body was crushed, bent and the cab torn away, Who rebuilt this unit (Marion?) and would this GP-7 hold the title as the last high nose Geep constructed / rebuilt? You think they would have chop nosed during the rebuild as was the common practice with most railroads at the time with 1st generation high nose units (WM and ICG come to mind) unless N&W had some say in it's rebuild. 
    EL 1233 did come away with a unique look after the rebuild, including modern window shades, new style louvers under the cab, modern brake system and white numberboards being the most noticeable spotting features..
   
    I also included a photo of a former EL 33000 series hopper now owned by M&E, stored in the Lake Jct.yard.
  Todd (ELHS 1318)




 		
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