Local News (TV and Post Standard) is reporting a near collision between a CSX train and an Amtrak passenger train in Kirkville, NY at approximately 5:00p.m. EST yesterday. The two trains were on the same track moving in opposite directions when the CSX crew placed their train in emergency and jumped to avoid the collision. The two trains locomotives stopped in approximately 400 feet of one another. The Amtrak train was carrying 130 passengers. The Amtrak train was number 281 “The Maple Leaf”. The CSX train was Buffalo to Selkirk general freight train with 105 cars. According to CSX sources all signals were functioning properly and the CSX crew was in compliance with the operating rules. Both companies are investigating the incident.
Again? Amtrak ran into the back of a CSX freight in Syracuse a couple of years ago.
The track is double, and is signaled both ways. Amtrak has to cross over to the eastbound (#2) track (and then to another track) to reach the platform at Syracuse. I’m not familiar with how they normally pull that off, but the Amtrak train would have had to have been on the westbound track at some point. Since I believe a dispatcher controls all of the switches, as opposed to the crews, that may be where the finger will point.
Maps are at http://24.169.115.143/rochesterrailf/maps.htm#csx. The location of the Amtrak station on the map for MP308 to 278 on the Chicago line is out-of-date, though. The station is now just east of the “Route 81 OH” between MP 291 and 290, a few miles west of the location of the station on the map.
The incident occured just east of the Dewitt Yard. CSX normally runs right handed through Syracuse.
The CSX is has 3 tracks in that general area switching to 2 track. The railroad is signaled both directions. I have railfaned at the grade crossing at Kirkville many times.
If I had seen these trains headed at each other I would be still running if the heart just did not stop all together. I wonder how close this was to the Kirkville road crossing?
Obviously, we speculate, but I would guess that the train crews at least responded properly to the signals. Figure the stopping distance of the trains any where near top track speed and one would have to decide that the on coming is not the “light at the end of the tunnel” two miles or more away. "Conductor! Hand me your binoculars!!
Speaking of the conductor, if one takes the P-S story at face value, CSX has replaced the engineer with a second conductor (Yep, the refer to the two conductors on the freight engine. Several times.)
Channel 3 in Syracuse will air a special report on the “Safety of Central New York Rails” tonight at six following friday’s near miss. We’ll see how badly everybody gets bashed.
The one thing highlighted by the indcident is that BOTH crews did comply with CSX Rules to the extent that the called their signals and track on the Road Radio Channel and each heard the other call and took appropriate actions to stop their trains.
Lord only knows what the full investigation of the incident will reveal,
…Just within the last hour saw on the “crawler” across the bottom of the TV screen a reference of the Syracuse ordeal…Indicated “the enginemen jumped after putting the brakes on”…etc…
The channel 3 report I saw at six (and taped) wasn’t really a report. The centerpiece of the whole thing was a gentleman who was aboard the Amtrak train that rear-ended the CSX freight a couple of years ago. Of course, he feels that the feds need to be involved (well, duh - like they aren’t already). The piece also associated the near miss with a fatal (x2) train-car in Rochester (hmmm - we’ve already discussed that here, no further comment necessary), and the 7 car derailment in Rochester.
The closing comment was that CSX had told channel 3 that the Amtrak train had moved over to the other track.
Still sounds to me like a dispatcher error (my opinion - you’ve seen the same facts I have). I just don’t see the Amtrak engineer stopping, throwing the crossover switches, then proceeding. As I recall, he was probably by himself in the cab.
In the meantime, we’ll wait for the final official reports to be issued.
Remember that it is possible to run through a switch that has been lined against your movement in some circumstances. I wouldn’t be too quick to pass judgment until all the facts are in.
Here’s the latest that I’ve heard…
Amtrak’s engineer missed the 3 signals right before both trains stopped that would have told him/her that CSX had a Eastbound and that they had to slow down and switch to the other main. (supposedly, info came from the black box on the Amtrak engine).
As for who controlls the tracks, combination of 2 controllers… One’s in Albany and one’s in Masena (sp?) up by the NY/Canada Border.
As for how far from the Kirkville Rd crossing…about 1/4 to 1/2 mile west, right about where the “light” signals are on Saintsville Rd, which runs right along side the tracks from Kirkville into Minoa.
Not surprized!
have done work on some of their equipment CSX and most should be scrapped instead of repaired and they state that they have no money to spend on repairs!!
Maybe now they will find some
Hmmm - Last I knew, the regional dispatcher for this area was at Selkirk (Albany). There may be a local dispatcher at Dewitt Yard (seems like I’ve heard one when I’ve been in the area), but I’m virtually certain there is not a dispatcher at Massena. Based on the dispatching I regularly hear, the entire Montreal Secondary (CP291 to BROUSE) is controlled by the NE dispatcher (Selkirk). Next time I see the Watertown trainmaster (a former dispatcher) I’ll ask him.
That doesn’t change the possibility that the Amtrak engineer missed the signals… That’s what caused the last Amtrak-CSX accident in Syracuse.