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

(erielack) Re: Akron Questions

  Here is the FCC report.......  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, the 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 miles. Windham is 15.2 miles East of Brady Lake. In the accident area there is a double track line
 over which trains run with the current of traffic by signal indications of an automatic block signal system.   From the north the tracks are designated as No. 1 westward and No. 2 eastward. Trains moving against the current of traffic operate by train order authority or under flag protection.   At Windham an industrial spur track connects to the main track on the north. This switch is facing point for eastward movements. The derailment occurred on the spur track about 110 feet east of the point of switch.   From the west on track No. 1 there are, successively, a tangent 5,975 feet a 1 deg curve to the right 160 feet to the industrial track switch and 1,000 feet beyond. The average grade in the accident area is 0.66% descending eastward.   The industrial track switch is a No. 10 left-hand turnout. From the point of switch the track curvature was 7 deg 28' to the left for about 94 feet followed by a 14 deg curve to the left 16 feet to the point of derailment and 174 feet
 beyond.   The industrial track switch was equipped with a ground throw Bethlehem New Century Model 51-A stand with interlocked six-inch red and white targets. The targets are attached to the switch stand about six inches above the rails (see following photo). When the switch is in the normal position the white portion of the target is displayed toward a train approaching from either direction on track No. 1. When the switch is in the reverse position, lined for the industrial track, the red portion of the target is displayed toward a train approaching from either direction on track No. 1. A padlock was provided for securing the switch in normal position. 
  Extra 3657 East  This train consisting of diesel-electric locomotive units 3657, 3667 (both EMD SD-45's) 26 cars and a caboose left Chicago, Illinois, at 4:45 a.m., the day of the accident, after receiving the prescribed brake test. Crews were changed at Marion, Ohio, 113.4 miles west at Kent, where the outbound crew went on duty at 11:50 a.m. after completing the required off duty period.   The train arrived in Kent, on track No. 2, at 4:10 p.m. where arrangements were made to detour against the current of traffic on track No. 1. About 5:00 p.m. Extra 3657 East crossed over from track No. 2 to track No. 1 and shortly thereafter accelerated to the maximum authorized speed. The fireman, a promoted engineer, was operating the locomotive units from the control compartment of the leading locomotive. The engineer was in the control compartment of the leading locomotive, with the fireman, and the front brakeman was riding the second locomotive. The conductor and flagman were in
 the caboose.   About 5:20 p.m. Extra 3657 was moving eastward on track No. 1 at 50 m.p.h., as indicated by the speed recorder, when the front end was diverted onto the industrial track at Windham. Immediately thereafter the locomotive units and first 12 cars became derailed. The locomotives came to rest on their right sides between the industrial and main tracks. The 12 cars stopped in various positions behind the locomotives. The fireman stated he was unaware of the open switch until the locomotives entered the industrial track. He immediately applied the train brakes in emergency but did not reduce the train's speed prior to the derailment.   Post Accident Examination  The switch of the industrial track was found lined from the main track to the industrial track. The operating lever was in reverse position secured by the foot latch and switch padlock. The red switch target was displayed for a movement on track No. 1.   Trespassers  Investigation by the carrier's
 protective department resulted in apprehension of two juveniles, age 7 and 8, who admitted placing the switch in reverse position and locking the operating lever 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 latch with the switch padlock.   A westbound freight train passed the industrial track switch, on 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 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 the industrial siding and the operating lever was locked in reverse position.   
   3. Crew members on the first locomotive of Extra 3657 East were unaware of the open switch until the locomotive entered the industrial track.   
   4. The industrial track switch was operated to the reverse position by juvenile trespassers a short time prior to the approach of Extra 36S7 East.   
   5. It could not be determined how the switch padlock was opened prior to the accident.   
   6. The signal system served no useful purpose in the detour operation of Extra 3657 East. 
    Dated at Washington, D. C., this 28th 
day of October, 1975 
By the Federal Railroad Administration 
   
     This wreck affected so many lives, the family of the engineer, the "kids" who are almost 40 years older and living with the memory of what they had done, the conductor of the local that last touched that switchlock...   :(
   
  Todd ~

 
- ---------------------------------
No need to miss a message. Get email on-the-go 
with Yahoo! Mail for Mobile. Get started.

	The Erie Lackawanna Mailing List
	Sponsored by the ELH&TS
	http://www.elhts.org
	To Unsubscribe: http://lists.elhts.org/erielackunsub.html

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