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Federal Railroad Administration Office of Railroad Safety Accident and Analysis Branch Accident Investigation Report HQ-2013-18

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Federal Railroad Administration Office of Railroad Safety Accident and Analysis Branch Accident Investigation Report HQ-2013-18 Federal Railroad Administration Office of Railroad Safety Accident and Analysis Branch Accident Investigation Report HQ-2013-18 CSX Transportation Intermodal (CSXT) New York City, NY July 18, 2013 Note that 49 U.S.C. §20903 provides that no part of an accident or incident report, including this one, made by the Secretary of Transportation/Federal Railroad Administration under 49 U.S.C. §20902 may be used in a civil action for damages resulting from a matter mentioned in the report. U.S. Department of Transportation FRA File #HQ-2013-18 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT TRAIN SUMMARY 1. Name of Railroad Operating Train #1 1a. Alphabetic Code 1b. Railroad Accident/Incident No. CSX Transportation Intermodal CSXT 000118580 GENERAL INFORMATION 1. Name of Railroad or Other Entity Responsible for Track Maintenance 1a. Alphabetic Code 1b. Railroad Accident/Incident No. Metro North Commuter Railroad Company MNCW 2013071844 2. U.S. DOT Grade Crossing Identification Number 3. Date of Accident/Incident 4. Time of Accident/Incident 7/18/2013 8:29 PM 5. Type of Accident/Incident Derailment 6. Cars Carrying 7. HAZMAT Cars 8. Cars Releasing 9. People 10. Subdivision HAZMAT 0 Damaged/Derailed 0 HAZMAT 0 Evacuated 0 Hudson Line 11. Nearest City/Town 12. Milepost (to nearest tenth) 13. State Abbr. 14. County New York City 9.9 NY BRONX 15. Temperature (F) 16. Visibility 17. Weather 18. Type of Track 91 ̊ F Dusk Clear Main 19. Track Name/Number 20. FRA Track Class 21. Annual Track Density 22. Time Table Direction (gross tons in millions) 2 Freight Trains-40, Passenger Trains-60 North 10.4 U.S. Department of Transportation FRA File #HQ-2013-18 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT OPERATING TRAIN #1 1. Type of Equipment Consist: 2. Was Equipment Attended? 3. Train Number/Symbol Freight Train Yes Q-704-18 4. Speed (recorded speed, if available) Code 5. Trailing Tons (gross exluding power units) 6a. Remotely Controlled Locomotive? Code 0 = Not a remotely controlled operation R - Recorded 1 = Remote control portable transmitter MPH E - Estimated 11 R 2536 2 = Remote control tower operation 0 3 = Remote control portable transmitter - more than one remote control transmitter 6. Type of Territory Signalization: Signaled Method of Operation/Authority for Movement: Signal Indication Supplemental/Adjunct Codes: A, B, Q 7. Principal Car/Unit a. Initial and Number b. Position in Train c. Loaded (yes/no) 8. If railroad employee(s) tested for drug/ Alcohol Drugs (1) First Involved alcohol use, enter the number that were (derailed, struck, etc.) USWX638345 13 yes positive in the appropriate box. (2) Causing (if mechanical, 9. Was this consist transporting passengers? cause reported) 0 0 No 10. Locomotive Units 11. Cars a. Head Mid Train Rear End Loaded Empty (Exclude EMU, DMU, and Cab (Include EMU, DMU, and Cab End Car Locomotives.) b. Manual c. Remote d. Manual e. Remote Car Locomotives.) a. Freight b. Pass. c. Freight d. Pass. e. Caboose (1) Total in Train (1) Total in Equipment 2 0 0 0 0 Consist 24 0 0 0 0 (2) Total Derailed 0 0 0 0 0 (2) Total Derailed 10 0 0 0 0 12. Equipment Damage This Consist 13. Track, Signal, Way & Structure Damage 33275 869260 14. Primary Cause Code T110 - Wide gage (due to defective or missing crossties) 15. Contributing Cause Code Number of Crew Members Length of Time on Duty 16. Engineers/Operators 17. Firemen 18. Conductors 19. Brakemen 20. Engineer/Operator 21. Conductor 1 0 1 0 Hrs: 21Mins: 15 Hrs: 2 Mins: 5 Casualties to: 22. Railroad Employees 23. Train Passengers 24. Others 25. EOT Device? 26. Was EOT Device Properly Armed? Yes Yes Fatal 0 0 0 27. Caboose Occupied by Crew? Nonfatal 0 0 0 N/A 28. Latitude 29. Longitude 40.875590000 -73.916054000 U.S. Department of Transportation FRA File #HQ-2013-18 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT CROSSING INFORMATION Highway User Involved Rail Equipment Involved 1. Type 5. Equipment 2. Vehicle Speed (est. mph at impact) 3. Direction (geographical) 6. Position of Car Unit in Train 4. Position of Involved Highway User 7. Circumstance 8a. Was the highway user and/or rail equipment involved 8b. Was there a hazardous materials release by in the impact transporting hazardous materials? N/A N/A 8c. State here the name and quantity of the hazardous material released, if any. 9. Type of Crossing Warning 10. Signaled Crossing Warning 11. Roadway Conditions 1. Gates 4. Wig wags 7. Crossbucks 10. Flagged by crew N/A 2. Cantilever FLS 5. Hwy. traffic signals8. Stop signs 11. Other (spec. in narr.) 3. Standard FLS 6. Audible 9. Watchman 12. None N/A 12. Location of Warning 13. Crossing Warning Interconnected with Highway Signals 14. Crossing Illuminated by Street Lights or Special Lights N/A N/A N/A 15. Highway User's Age 16. Highway User's Gender 17. Highway User Went Behind or in Front of Train 18. Highway User and Struck or was Struck by Second Train 19. Driver Passed Standing Highway Vehicle 20. View of Track Obscured by (primary obstruction) 21. Driver was 22. Was Driver in the Vehicle? Casualties to: Killed Injured 23. Highway-Rail Crossing Users 24. Highway Vehicle Property Damage 25. Total Number of Vehicle Occupants (est. dollar damage) (including driver) 26. Locomotive Auxiliary Lights? 27. Locomotive Auxiliary Lights Operational? Yes Yes 28. Locomotive Headlight Illuminated? 29. Locomotive Audible Warning Sounded? Yes Yes 10. Signaled Crossing Warning Explanation Code 1 - Provided minimum 20-second warning A - Insulated rail vehicle 2 - Alleged warning time greater than 60 seconds B - Storm/lightning damage 3 - Alleged warning time less than 20 seconds C - Vandalism 4 - Alleged no warning D - No power/batteries dead 5 - Confirmed warning time greater than 60 seconds E - Devices down for repair 6 - Confirmed warning time less than 20 seconds F - Devices out of service 7 - Confirmed no warning G - Warning time greater than 60 seconds attributed to accident-involved train stopping short of the crossing, N/A - N/A but within track circuit limits, while warning devices remain continuously active with no other in-motion train present H - Warning time greater than 60 seconds attributed to track circuit failure (e.g., insulated rail joint or rail bonding failure, track or ballast fouled) J - Warning time greater than 60 seconds attributed to other train/equipment within track circuit limits K - Warning time less than 20 seconds attributed to signals timing out before train's arrival at the crossing/ island circuit L - Warning time less than 20 seconds attributed to train operating counter to track circuit design direction M - Warning time less than 20 seconds attributed to train speed in excess of track circuit's design speed N - Warning time less than 20 seconds attributed to signal system's failure to detect train approach O - Warning time less than 20 seconds attributed to violation of special train operating instructions P - No warning attributed to signal systems failure to detect the train R - Other cause(s). Explain in Narrative Description U.S. Department of Transportation FRA File #HQ-2013-18 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT SYNOPSIS Northbound CSX Freight Train Q704-18 operating on trackage rights over Metro-North Railroad (MNCW) derailed at 8:29 p.m., EDT, on July 18, 2013, at Milepost 9.9 on Metro-North’s Hudson Line in the Bronx, New York. Ten cars of the 24-car train derailed. The entire train consisted of modified 89-foot intermodal flat cars, each loaded with four 20-foot containers of garbage waste. There was no hazardous material involved, and there was no evacuation of nearby residences or businesses. There was $869,260 in damage to the track, signal, and third rail structures and $33,275 in damages to equipment. There were no injuries to the train crew or the general public. At the time of the accident, it was dusk and the temperature was reported as 91degrees F and clear with no precipitation. The daytime-high was above 90 degrees F each of the 3 days preceding the derailment. The probable cause of the derailment was wide gage caused by the outward rail cant of the high (east) rail under increased dynamic wheel-rail loads due to a combination of excessive rail roll from abrasive deterioration of the concrete ties rail seat area, defective rail fastener insulators, excessive tie bending of cracked concrete crossties, and combined gage and profile deviations resulting from fouled ballast failing to properly support the track structure. The track structure on Track 2 at MP 9.9 on MNCW’s Hudson Line was approaching the allowable limits of gage and profile for the class of track operated, a condition caused by the defective crossties and the improper fit of the rail fasteners exacerbated by the high ambient temperatures. The static condition of the track was further degraded by the dynamic forces of the moving train, which were higher than normal at the POD due to poor ride quality induced by the profile deviations present in the track structure due to fouled ballast. U.S. Department of Transportation FRA File #HQ-2013-18 Federal Railroad Administration FRA FACTUAL RAILROAD ACCIDENT REPORT NARRATIVE Circumstances Prior to the Accident The crew of CSX Transportation (CSX) Train Q704-18 consisted of a locomotive engineer, a conductor, a student engineer, and a conductor trainee. The regularly assigned Engineer and Conductor were operating the train with the Trainees observing. The crew reported for duty at 6:30 p.m., EDT, at CSX’s Oak Point Terminal, the Bronx, New York, which is their home terminal.
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