CSX 8888 Runaway Train

CSX 8888 Runaway Train

May 15. 2001

Where?

• locomotive consisted of 22 loaded cars and 25 empty; 47 cars on the track

The Event: Switching Operation

The Event Continued

Attempts to Stop Train

Reasons and if This Will Ever Happen Again

• Local authorities were notified at 12:38 pm

• During an examnination of the train, it was found that the independant brakes were applied, automatic brake valve was in service, but dynamic brake selector switch was not in braking mode

• Brakeman and another employee used a personal vehicle in an attempt to pursue and board the train

> unable to board it; speed had increased to 18 mph at mile 4 post

> brake shoes were completely worn to the brake beams

• 1:35 p.m.: Near the mile 34 post, train dispatcher remotley operated the switch for the train to enter the siding

• Air hoses between the locomotive were not connected

> air brakes were inoperative because of this

• A portable derail had been placed on the track, but it was dislodged and thrown of the track by the force of the train

* Railroad was prepared to place an additional, fully manned train ahead of the runaway to further slow the train; was not required*

• Northbound train Q63615 was directed by the dispatcher into a siding at Dunkirk, OH.

> Crew was instructed to uncouple their single locomotive unit and wait for the runaway train to pass

• State and local officials expressed concern about the potential of this type of event to happen again in the future

>2:05 p.m: train passed Dunkirk and Q63615 was ready to enter the main track and pursue the train

> the exact circumstances that combined to cause this event are highly unlikely to happen again

• Near the mile 67 post, the crew of Q63615 successfully caught the runaway train and succeeded in coupling to the rear car (speed of train increased to 57 mph)

> engineer of Q63615 gradually applied dynamic brake on his train being careful to to break the train apart

> train speed slowed to 11 mph just as it passed Route 31

> Trainmaster Jon Hosfeld ran alongside the unmanned train, climbed aboard and shut down the throttle; train came to a stop

Stanley Yard on the CSXT in Walbridge, OH

(near Toldeo)

• Under the impression that he made the proper selections, he shifted the throttle to #8 for max. dynamic breaking

> because the dynamic breaking was not selected, shifting the throttle to #8 restores full power to the train instead of delaying the forward movement of the train

• Engineer dismounted the locomotive and ran in an attempt to reposition the switch before the train could run through and damage the switch

> successful in the switch before the train reached it and tried to reboard the train; train was moving at 8 mph

> the train sped up to 12 mph rather than slow down like the engineer thought it would

The Train

• Engineer was dragged alongside the train for approx. 80 feet in an attempt to reboard the train, when he released his grip from the handrails and fell

> engineer ran to notify yard master of the runaway train

• 2 cars contained molten phenol (mildly acidic, but dangerous when inhaled or when it comes in contact with skin)

• weighed 2898 tons

• When 8 of the 47 cars passed the "camera" switch, the conductor notified the engineer to stop

> notified 3 times, but each time, there was no response from the engineer

• Engineer intended to stop the train, dismount from the locomotive, and align the switch to its proper position if necessary

> noticed he couldn't stop due to the number of cars on the locomotive and the wet conditions

> before passing misaligned switch, he applied the trains independant brakes (applies brakes on locomotive but not on individual cars)

• Engineer failed to complete selective process to set up dynamic brakes