1958 — Sep 15, Train derails into water through open span of Newark Bay Bridge, NJ– 48
–48 Faith, Nicholas. Derail: Why Trains Crash. London: Channel 4 Books. 2000, p. 113.
–48 Haine, Edgar A. Railroad Wrecks. New York: Cornwall Books, 1993, p. 32.
–48 ICC. Accident near Elizabethport, N.J. Decided 10-31-1958 (transcribed in Railroad.net)
–48 Nash. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters… 1977, p. 45.
–48 Reed, R.C. Train Wrecks: A Pictorial History of Accidents on The Main Line. 1968, 101.
–48 Wikipedia. “List of Rail Accidents (1950-1999).”
–47 History.com. This Day in History, Disaster, September 15, 1958. “Train Plunges off…
Narrative Information
History.com: “A commuter train plunges off a bridge into Newark Bay in New Jersey killing 47 passengers [incorrect][1] on this day in 1958. The accident was the result of mistakes made by the train’s crew.
“The first bridge across Newark Bay was built in 1864. In 1926, this bridge was updated. Now made of steel, it could be raised to allow large ships to pass underneath it. In order to avoid problems with the rail lines that used the bridge, there was an automatic warning system installed. If the bridge was raised, warning lights alerted oncoming trains 1,500 yards from the bridge. A second warning was put in place 200 yards before the bridge. Finally, a derailer was installed just before the bridge to force a train from the tracks if the bridge was raised.
“As commuter train 3314 from Bay Head Junction was leaving the Elizabethport station, a large freighter was radioing ahead to have the bridge raised. As the train approached Newark Bay, its crew either did not see or ignored both warning-light systems. The train was traveling about 40 miles per hour when it hit the derailer.
“The locomotive and one other car jumped the tracks and plunged into the bay below. A third car was left hanging over the side of the bridge. There were no people in the first car, but the 47 people in the second car all drowned. The people in the third car were able to escape just before it also fell into the bay. Forty-eight people were injured.
“Some blamed the severity of the accident on the fact that the bridge was not fully raised for the freighter. When the bridge was fully raised, concrete counterweights came down and blocked the open gap in the bridge. The train would have hit this concrete if the bridge had been fully raised. However, the common practice was to only partially raise the bridge to save time.” (History.com. This Day in History, Disaster, September 15, 1958. “Train Plunges off Bridge.”)
ICC: “This is an investigation by the Commission on its own motion with respect to the facts, conditions, and circumstances connected with an accident which occurred on the Central Railroad of New Jersey near Elizabethport, N. J., on September 15, 1958….The accident was a derailment of a passenger train approaching a movable section of a bridge which had been opened for passage of a vessel, in which the locomotive and forward portion of the train fell into the water of the transverse channel under the raised lift span of the bridge. This accident resulted in the death of 44 passengers and 4 train-service employees, and the injury of 46 passengers and 2 train-service employees….
“This accident occurred on that part of the Central Division extending between Woodbridge Jct. and Jersey City, N. J., 20.00 miles, via the Perth Amboy Branch and Elizabethport, N. J. Elizabethport is located 10.43 miles east of Woodbridge Jct. That part of the railroad extending between Woodbridge Jct. and Elizabeth Ave., 9.52 miles, is designated as the Perth Amboy Branch. In the vicinity of the point of accident the railroad consists of a 4-track line….Trains of the Central Railroad of New Jersey, hereinafter referred to as the C.N.J., regularly are operated over that part of the New York and Long Branch Railroad, hereinafter referred to as the N.Y.& LB., extending between Bayhead Jct. and Woodbridge, N. J., 39.70 miles. Between Elizabethport and West 8th Street, Bayonne, N. J., 2.93 miles, the main tracks span two channels of Newark Bay on a bridge 1.40 miles in length designated as the Newark Bay Bridge. The west end of the bridge is located 1.04 miles east of the station at Elizabethport. The bridge is provided with four lift spans which can be raised to permit the movement of water-borne traffic through the channels. These lift spans are designated as northwest, northeast, southwest, and southeast. The northwest and southwest lift spans are 310 feet in length. The west ends of these spans are located 4,774 feet east of the west end of the bridge. The northeast and southeast lift spans are 212 feet in length. The east ends of these spans are located 1,998 feet west of the east end of the bridge. Tracks Nos. 1 and 3 are laid on the southwest and southeast lift spans, and tracks Nos. 2 and 4 are laid on the northwest and northeast lift spans. DY interlocking station is located on the bridge between the westerly and easterly lift spans 2.01 miles east of the station at Elizabethport, FH interlocking station is located 1.20 miles west of DY interlocking station. A split switch-point derail is provided in the north rail of track No. 1 at a point 490 feet west of the west end of the southwest lift span and 1.85 miles east of the Station at Elizabethport. It is facing-point for eastbound movements. In the event that an eastbound train proceeds over the derail when it is in open position, the equipment of the train will become derailed to the north. The accident occurred within interlocking limits at the derail on track No. 1. Track No. l is tangent throughout a distance of 1.11 miles immediately west of the point of accident and a considerable distance eastward. The grade is level at the point of accident.
“The width of the west channel of Newark Bay where it is spanned by the northwest and southwest lift spans is 216 feet. The width of the east channel where it is spanned by the northeast and southeast lift spans is 134 feet. The depth of water in the west channel is 35 feet at mean low water level and approximately 40 feet at mean high water level….
“Description of Accident
“No. 3314, an eastbound first-class passenger train, consisted of diesel-electric units 1532 and 1526, coupled in multiple-unit control, 4 coaches, and 1 passenger-baggage car, in the order named. All cars were of all-steel construction. The first car was not occupied by passengers. This train originated at Bay Head Jct., on the N.Y.& L.B. line, and departed from that point at 7:28 a.m., on time. It passed Woodbridge Jct., 12:28 miles west of the point of accident, at 8:44 a.m., on time, entered the Perth Amboy Branch of the C.N.J., proceeded to Elizabethport, and was stopped at the station, 1.85 miles west of the point of accident. It departed from this point at 8:57 a.m., on time, passed signal L48, which displayed a Medium-clear aspect, was routed to track No. 1, and passed FH interlocking station at 8:59 a.m., according to the dispatcher’s record of train movements. It proceeded onto Newark Bay Bridge, passed signal 82, which displayed an Approach aspect, passed signal R26, which displayed a Stop aspect, and while moving at a speed of 42.5 wiles per hour, as indicated by the tape of the speed-recording device, the locomotive and all cars of the train were derailed at the derail on track No. 1, west of the southwest lift span, which at that time was raised to permit passage of a vessel.
“The locomotive and all cars of the train were derailed to the north and continued in line with the track until the diesel-electric units and the first three cars fell into the transverse opening in the bridge under the southwest lift span. Separations occurred between the diesel-electric units and at each end of the first three cars. The locomotive units and the first two cars stopped in various positions in the water of the west channel between the piers of the southwest lift span. This equipment was immediately submerged. The third car struck piling adjacent to the west pier of the southwest lift span as it fell from the track, and some of the appurtenances on the underside of the car became wedged on the tops of the piling. The car stopped with the front end submerged in the channel and the rear end on the pier. Approximately two hours after the accident occurred this car became dislodged, fell into the channel, and was completely submerged. The rear two cars stopped on the bridge in line with the track, with the front end of the fourth car 8 feet from the transverse opening under the lift span. The diesel-electric units were heavily damaged, the first 3 cars were destroyed and the rear 2 cars were somewhat damaged.
“Forty-four passengers, who were occupying the cars which fell into the water, were killed, and forty-six passengers were injured.
“The engineer, the fireman, the conductor, and the front brakeman of No. 3314 were killed. The flagman and the baggageman were injured.
“The weather was clear at the time of the accident, which occurred about 9:01 a.m….
“Discussion
“The operator at DY interlocking station testified that a few minutes before the accident occurred a signal was received from an approaching vessel which indicated that the lift spans of the bridge were to be raised for its passage. He said that he took immediate action to comply with this signal. At that time the lift spans of the bridge were locked in position for movements on the railroad. However, the normal indication of the semi-automatic signals, which govern movements over the bridge, is Stop, and the associated derails normally are kept in derailing position. It is the practice to clear the signals involved for each individual train only in advance of its immediate movement, and the semi-automatic signals then return to their normal or Stop indication and display their most restrictive aspect automatically after the first wheels of the locomotive of each such movement has passed the signal involved. In the instant case, under the conditions which existed at the time the vessel signaled for the bridge to be raised for its passage, signal R26 indicated Stop, signal 82 indicated Approach, and the derail on track No. 1 was in derailing position. The operator said that he manipulated the necessary levers of the interlocking machine and the bridge control apparatus, and when the required sequence of operations was completed he applied power and raised the lift spans over the west channel to a height of 108 feet above the water level. The bridge records indicate that the lift span involved was raised at 8:55 a.m. No. 3314 is scheduled to depart from Elizabethport at 8:57 a.m. The operator said that soon after the lift spans were raised he looked out the window of the tower to ascertain for his delay report the location of No. 3314 which he estimated from knowledge of its schedule should at that time be closely approaching signal R26. He said he then observed that the locomotive and the first car of this train already had passed signal R26. He was unable to take any further action to stop the train and, as he watched, it continued eastward until the locomotive and forward portion of the train fell from the bridge into the water of the west channel. The train dispatcher’s record indicates the operator reported that the accident had occurred about 9:01 a.m….
“The Approach aspect displayed by signal 82 required that the speed of No. 3314 be reduced to one-half of the maximum authorized speed at this signal, or 22.5 miles per hour, and the rules further required that this reduction in speed be made in such manner that the train should not exceed the prescribed speed when passing the signal. The Stop aspect displayed by signal R26 required that the train be stopped before passing the signal and remain at that point until authorized to proceed. The enginemen of No. 3314 were killed in the accident and it could not be determined why action was not taken to control the speed of the train in compliance with the indications of these signals.
“Post-mortem examination of the engineer and the fireman indicated that the engineer died of asphyxia due to drowning and that the fireman died of multiple fractures and lacerations resulting from the accident….
“Locomotive 1532 is equipped with automatic cab signals, supplemented by an automatic speed-control device, for operation over the tracks of the N.Y.& LB. Railroad, upon which an automatic cab-signal system is in service. If the track, not less than stopping distance in approach of the lift span, had been equipped with this system, and if the automatic speed-control device on the locomotive had been cut in and functioning as intended, it is probable that this accident would have been averted, or its disastrous consequences considerably mitigated. With this system in service, if the engineman had been incapacitated when the locomotive passed signal 82, in approach of signal R26 at the lift span, and had taken no action at that point, an automatic brake application would have been initiated by the device, and the train would have been brought to a stop short of signal R26 and the open lift span. However, if the engineman, upon passing signal 82 had taken action to control his train in obedience to the indication of that signal, he would have been required to reduce the speed to 20 miles per hour before passing the next signal or the speed-control device would have functioned to reduce the speed to that rate, so that under no circumstances could the speed of the train have exceeded 20 miles per hour upon passing signal R26.
“It is also very probable that if movements over the bridge had been protected by an automatic train-stop system of any of the many types now in service, the accident would have been averted.
“We find that:
“1. The signals involved in the accident were operating properly at the time the accident occurred.
“2. The locomotive and train-brake apparatus were functioning properly at the time of the accident.
“3. The accident was caused by failure to operate No. 3314 in accordance with the indications of signals 82 and R26.
“Recommendation
“It is recommended therefore that the Central Railroad Company of New Jersey either extend the automatic cab-signal system supplemented with automatic speed control, with which some of its locomotives are now provided, so that the tracks over Newark Bay Bridge and at least stopping distance in approach of the lift span in both directions, will be equipped with such speed-control system which will be operative in conjunction with all locomotives hauling passenger trains over the bridge, or in the alternative that an automatic train-stop system, conforming to the requirements of the Commission in Ex Porte No. 171 (278 I.C.C. 267) be installed to protect all passenger train movements over the bridge.” (ICC. Accident near Elizabethport, N.J. Washington, DC: ICC, Decided 10-31-1958. Transcribed in Railroad.net. Railroad Forums. “CNJ 1958 Newark Bay Bridge disaster.”)
Reed: “The Newark Bay Drawbridge disaster of Sept. 15, 1958, was one of the worst tragedies of recent years. Forty-eight New York bound commuters were drowned instantly when a Jersey Central electric ran through an open draw. One coach hung precariously for two hours before plunging into the bay.” (Reed, R.C. Train Wrecks: A Pictorial History of Accidents on The Main Line. 1968, 101.)
Wikipedia: “September 15, 1958 – Newark Bay, New Jersey rail crash, United States: A Central Railroad of New Jersey morning commuter train blows through stop signals, derails, then slides off of the open liftspan. Both diesels and first two coaches plunge into Newark Bay and sink immediately, 48 drown. A third coach hangs precariously out the drawbridge for two hours, snagged by its rear truck before it, too, topples into the water. All passengers on the third coach escape. As the whole operating crew was killed, no absolute determination for the accident was reached, but a medical emergency in the cab was theorized.” (Wikipedia. “List of Rail Accidents (1950-1999).”)
Sources
Faith, Nicholas. Derail: Why Trains Crash. London: Channel 4 Books. 2000.
Haine, Edgar A. Railroad Wrecks. New York: Cornwall Books, 1993.
History.com. This Day in History, Disaster, September 15, 1958. “Train Plunges off Bridge.” Accessed 12-08-2008 at: http://www.history.com/this-day-in-history.do?action=tdihArticleCategory&displayDate=09/15&categoryId=disaster
Interstate Commerce Commission. Accident near Elizabethport, N.J. Washington, DC: ICC, Decided 10-31-1958. Transcribed in Railroad.net. Railroad Forums. “CNJ 1958 Newark Bay Bridge disaster.” Accessed 7-15-2018 at: http://www.railroad.net/forums/viewtopic.php?f=79&t=13630&start=30
Nash, Jay Robert. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters from Ancient Times to the Present. New York: Pocket Books, Wallaby, 1977, 792 pages.
Reed, Robert C. Train Wrecks: A Pictorial History of Accidents on The Main Line. New York: Bonanza Books, 1968.
Wikipedia. “List of Rail Accidents (1950-1999).” 6-18-2018 edit. Accessed 7-15-2018 at: http://en.wikipedia.org/wiki/List_of_1950-1999_rail_accidents
[1] Forty-four passengers and four crewmembers.