December 2013 Spuyten Duyvil derailment
Spuyten Duyvil derailment (December 2013) | |
---|---|
Spuyten Duyvil station | |
Coordinates | 40°52′47″N 73°55′22″W / 40.879597°N 73.922829°W |
Country | United States |
Line | Hudson Line |
Operator | MTA, Metro-North Railroad |
Incident type | Derailment |
Cause | Driver error, overspeeding |
Statistics | |
Trains | 1 |
Passengers | 115 |
Deaths | 4 |
Injured | At least 61 |
Damage | $9 million[1] |
On the morning of December 1, 2013, a
Early investigations found that the train had gone into the curve where it derailed at almost three times the posted speed limit. The engineer, William Rockefeller, later admitted that before reaching the curve he had gone into a "daze", a sort of highway hypnosis.
The leader of the National Transportation Safety Board (NTSB) team investigating said it was likely that the accident would have been prevented had positive train control (PTC) been installed per a prior federal mandate requiring its installation by 2015. Due to a number of other recent accidents involving Metro-North trains and tracks, the Federal Railroad Administration (FRA) demanded improved safety measures, which Metro-North began implementing within a week of the accident.
In late 2014, almost a year after the accident, the NTSB released its final report on the accident. After reiterating its earlier conclusion that PTC would have prevented the accident entirely, it found the most direct cause was Rockefeller's inattention as the train entered the curve. There were other contributing factors. A medical examination following the accident diagnosed sleep apnea, which had hampered his ability to fully adjust his sleep patterns to the morning shift which he had begun working two weeks earlier. The report faulted both Metro-North for not screening its employees in sensitive positions for sleep disorders, and the FRA for not requiring railroads to do such screening.
Background
The train involved in the accident was the second southbound
Engineer William Rockefeller, a 15-year Metro-North veteran who had started as a clerk in the
Once underway in predawn darkness that gradually lightened to
The train continued south over the next 14 miles (23 km)
I [don]'t know how to explain it ... it was sort of like I was dazed, you know, looking straight ahead, almost like mesmerized. And I don't know if anybody's ever experienced like driving a long period of time in a car and staring at the taillights in front of them, and you get almost like that hypnotic feeling staring straight ahead ... I was just staring straight ahead ... [it was] that hypnotized feeling, dazed, that's what I was [feeling].[19]
It was interrupted when, he felt, "something wasn't right with [the train]."
Accident
At 7:19 a.m. the train derailed 100 yards (91 m) north of the Spuyten Duyvil station, 11.4 miles (18.3 km) north of Grand Central,
In the rear deadhead car, Hermann first heard "a little bit of like a metallic rattling," which was by itself not an unusual sound, but it just sounded a little bit odd." He recalled to investigators a day later that "the next thing I know my car had kicked and I was thrown from the fourth seat or across the coach up to the ceiling ... I dropped down. I went back up again and I slammed into the ceiling and then I slammed down into the floor."[23] In the front, Herbert was sitting in the passenger seat behind the cab when "I looked up just to do what I was doing and a split second [later] I'm tumbling on the floor ... I think I hit the ceiling several times. I didn't even have time to react or to think what I was doing."[24]
When the train came to rest, Hermann, despite a head injury and some bruises, took charge and reported the derailment to the dispatcher. He then worked with Kelly to coordinate the passengers and the emergency responders.[23] In the front Rockefeller, who was mostly uninjured, freed Herbert, who was conscious but had also suffered a head injury, from the seat cushions that had piled up on her. Seeing that Hermann and Kelley had taken charge of the situation, he remained with her until he was taken to a hospital to be examined.[25]
All seven cars and the locomotive left the tracks. Those in the rear remained next to the tracks; in the front, the cab came to rest just short of the Harlem River. Rockefeller, largely unhurt, got out and began aiding passengers. Linda Smith was one of the 61[1] injured[26][27] in the accident, after she became trapped under seat cushions and unable to move. Her sister, whom she was travelling with, was thrown from the train and was one of the four killed in the accident.[21]
Fatalities
Of the four killed,[c] only one was found inside the train after the derailment; the other three were thrown from the train as it derailed.[30] All had been sitting in the front three cars.[31]
Effects
Response
The New York City Fire Department sent over 125 firefighters to the scene to assist in the rescue. EMS workers were delayed getting to some victims while they waited for the third rails to be de-energized.[32] All service on the Hudson Line was suspended as a consequence of the accident.[33] The nearby West Side Line was reopened to Amtrak trains by 3 p.m.[34] Survivors were taken to a family resource center set up at nearby John F. Kennedy High School; after all passengers were accounted for, it was closed in the afternoon.[35]
Service and repairs
For the day of the accident, Metro-North suspended all service on the Hudson Line south of
The disruption affected 26,000 people who commute to the city via the Hudson Line.[40] Some commuters temporarily switched to buses, or drove themselves. Across the Hudson, Rockland County offered extra express bus service across the Tappan Zee Bridge to Tarrytown. Drivers noted a slight increase in traffic on the Saw Mill River Parkway as well.[8]
The derailment caused $9 million in damage.[1] MTA crews worked around the clock to remove the derailed cars and repair damage caused to the tracks when they left them. They spent the day after the crash replacing ballast and laying new concrete ties. By the evening of December 2 all the cars had been righted and restored to the track. They were taken to the Croton-Harmon and Highbridge yards, where the NTSB impounded them for further investigations. Crews siphoned 900 US gallons (3,400 L; 750 imp gal) of diesel fuel from the locomotive before removing it, then cleaned spilled fuel from the site with other special equipment.[8]
Limited service on one of the three tracks of the Hudson Line through the accident site was restored on Wednesday morning, December 4. Separate trains were combined to make the service possible.[41] Commuters waiting at Poughkeepsie on the first train to run the same route at the same time told a reporter that they were surprised that Metro-North was able to get the line cleared and the trains running again so quickly. Some even expressed sympathy for Rockefeller. While they said they had no fears of the accident recurring, and indeed some said it was safer than driving, one woman was surprised that there had been no fail-safe systems that could have prevented the derailment. "I really thought they had that in place. This is the United States."[42]
Aftermath
The derailment was the first accident involving passenger fatalities in Metro-North's 30-year history,[43] and its first accident in New York involving any fatalities since a 1988 collision in Mount Vernon that killed one crew member.[44] It was the deadliest train accident within New York City since a 1991 subway derailment in Manhattan.[45] Two days later, Federal Railroad Administration (FRA) director Joseph Szabo sent MTA head Thomas Prendergast a letter highly critical of the transit agency. Earlier that year, he observed, there had been a derailment on the New Haven Line serving Connecticut and Westchester County suburbs along Long Island Sound, a CSX freight derailment on the Hudson Line on the very next curve to the south of where the Spuyten Duyvil wreck had occurred,[46] on the other side of the Spuyten Duyvil station, and an accident on the New Haven Line that killed a track worker. These had led to five deaths and 129 injuries. "The specific causes of each of these accidents may vary," Szabo wrote, "but regardless of the reasons, four serious accidents in less than seven months is simply unacceptable."[47]
Szabo asked the MTA for "a serious, good faith commitment to the safe operation of the system." He said it needed to tell employees what, specifically, it would do to improve safety. He requested an answer in two days.[47] "Immediate corrective action is imperative." Metro-North announced the day afterwards that it would institute a telephone line where employees could confidentially report "close calls."[4] Prendergast later replied to Szabo that the railroad had held mandatory safety discussions for 4,000 employees at 20 locations since the accident.[48]
The accident spurred further discussion of
MTA officials denied that money was the problem, noting that they had budgeted $600 million of the total $900 million estimated cost of PTC installation. Instead they pointed to doubts about the technology's efficacy for large commuter rail networks. On a radio talk show following the crash, New York Governor Andrew Cuomo conceded that PTC is "controversial ... [some people say] it's not what it's cracked up to be." The MTA itself said it was "untested and unproven for commuter railroads [of our] size and complexity."[4]
Several days later The New York Times reported that the train had a device known as an alerter. It sounds an alarm when the train exceeds speed limits for 25 seconds and shuts it down after an additional 15 seconds if no action is taken by the engineer. It might have been able to prevent the accident; however it was in the locomotive, at the rear of the train, not the cab where Rockefeller was located.[4]
While Metro-North used it only to prevent collisions, rail safety experts said it could easily be configured to force trains to slow down at curves such as Spuyten Duyvil, since it relied on signals sent through the rails themselves. It was also preferable to the traditional
On December 12, the FRA went further. It ordered "Operation Deep Dive,"[49] a full safety review of Metro-North, in which every aspect of its corporate culture would be evaluated by a panel of rail safety experts. This was the first time the agency had taken this extreme step since 2006, following a series of accidents involving CSX freights.[54]
In mid-March 2014, the agency released its report to Congress on the results of Deep Dive. Metro-North, it said, had a "deficient safety culture." The FRA identified "three overarching safety concerns:
- An overemphasis on on-time performance;
- An ineffective Safety Department and poor safety culture; and
- An ineffective training program."[55]
It directed Metro-North to submit a plan for addressing these issues to it within 60 days. That many of the railroad's employees had cooperated thoroughly with investigators was encouraging.[55]: 17
Investigation
A team from the National Transportation Safety Board (NTSB) was dispatched to the scene of the accident to investigate.[27] It found that the train's brakes had been deployed seconds prior to the crash and that the tracks had no problems. From the train event recorders, the NTSB determined that the train was traveling at 82 miles per hour (132 km/h); the speed limit for the section of track involved is 30 miles per hour (48 km/h).[56] The brakes had indeed been deployed, but had reached their maximum level five seconds after the train entered the curve.[31]
After being lifted from where they had come to rest and restored to the track, the cars involved were impounded by the NTSB and taken to Metro-North's yards at
Cause
Early reports suggested that Rockefeller had claimed the brakes failed,
Two days after the accident, Anthony Bottalico, head of the Association of Commuter Railroad Employees (ACRE), the Metro-North union, said that engineer William Rockefeller had "nodded off" before the accident. He likened it to
In early April, federal investigators revealed that after the accident, Rockefeller had been diagnosed with severe
The NTSB's final report, issued almost 11 months after the accident, reiterated many of its earlier conclusions that positive train control (PTC) would have prevented the accident by automatically applying the brakes in the curve, and that Rockefeller's sleep disorder was the likely reason for his loss of attention. It went on to fault Metro-North for not routinely screening for sleep disorders employees in positions defined by federal regulations as safety-sensitive, and the FRA for not requiring railroads to do so. Lastly, it said that the failure of the glazings, or the windows on the cars, contributed to the loss of life and severity of injury.[1]
By 2020 Metro-North had installed PTC on the Hudson Line, as well as the Harlem Line in eastern Westchester, Putnam and Dutchess counties, accounting for 68 percent of its trackage. The railroad blamed the delays on difficulties experienced by the private contractors installing it.[63]
Legal actions
Civil
Within a week of the accident, attorneys for several passengers had filed notices of claims, the first step toward filing a lawsuit, against Metro-North. Lawyers for a police officer riding the train to work said his injuries could prevent him from returning to duty and demanded $10 million.[64] In 2018 he settled for $450,000; his attorney said he had also been suffering post-traumatic stress disorder from the accident.[65] Denise Williams, a dentist headed to a convention in the city who required back surgery for a fractured spine after she was trapped under a heavy passenger car for several hours, also gave notice through her attorney, who questioned among other things why the railroad had not replaced hundred-year-old track near the derailment site.[66]
Lawyers said it might be difficult for them to recover those amounts from Metro-North and the MTA if the cause of the accident turned out to be Rockefeller's lapse at the controls, since there would be far less
In early April, after the release of the FRA report, Eddie Russel, a New Windsor man who had been on the train, filed suit. He named the MTA, Metro-North, the city and Rockefeller as defendants, seeking $10 million in punitive damages. "One has to question whether the culture at Metro-North which led to the deaths of four people, should be investigated for criminal actions," said Russell's lawyer, who also faulted the MTA for not setting up a claims process in the wake of the accident, forcing those seeking compensation to litigate at increased costs both to themselves and the agencies.[68]
In 2018 it was reported that Metro-North had paid out $60 million in claims related to the accident, making it the costliest in the railroad's history. Since that amount exceeded the limit per accident in the MTA's
Rockefeller lawsuit
After Metro-North had initially denied Rockefeller a disability pension based on the PTSD he suffered from the accident, he appealed, and in late 2016, Metro North announced that he would receive $3,200 a month. "The Pension Disability Medical Review Board reviewed the appeal and determined that Mr. Rockefeller is disabled from performing his function as an engineer and he is eligible now to receive his pension," the MTA said. Rockefeller's lawyer declined to comment on the pension award but said the lawsuit would continue.[69]
At the same time he received the pension, Rockefeller sued the MTA for $10 million in federal court, alleging the railroad had failed to install a system to alert engineers when the speed limit is exceeded.[70] He argued that after another engineer had been suspended for two weeks in 2005 after speeding through the same curve in a manner that knocked passengers' belongings off the overheard luggage rack, the railroad had to know the curve was dangerous; one of its engineers suggested installing the automatic braking. Metro-North's executives declined, the engineer had said, fearing it would add almost a minute to travel time.[71] Executives also believed it was better to rely at least in part on the engineer remaining alert, citing a 2009 accident on the Washington Metro that was attributed to putting too much trust in technology found to be dysfunctional at the time.[72]
The MTA
Criminal investigation
The office of
In May 2015, almost a year and a half after the accident, the Bronx D.A.'s office announced it would not be filing charges. "There was no criminality in the act, therefore no criminal charges," said a spokeswoman for Johnson, adding that he had made that decision several months beforehand. Rockefeller's lawyer, Jeffrey Chartier, said that since his client hadn't known of his medical condition, he could not be considered to be negligent. It was "the only logical conclusion", similar to what the NTSB had already found.[74]
Chartier said Rockefeller was still suffering from post-traumatic stress disorder (PTSD) as a result of the accident.[74] Linda Smith, whose sister Donna died in the accident, accepted Johnson's decision, saying it spared her the stress of having to relive the accident at trial, stress a similar recent Amtrak accident was causing her at the time. She felt it was punishment enough for Rockefeller to have to live with his role in the accident. "In a way, he's in jail forever, because he's got to live with this."[75]
See also
- List of American railroad accidents
- List of rail accidents (2010–2019)
- 1882 Spuyten Duyvil train wreck, collision that killed eight a mile down the line
Similar accidents
- 2015 Philadelphia train derailment, later accident involving an Amtrak Northeast Regional train that sped in a 50 mph curve more than twice that speed limit
- 2016 Hoboken train crash, later accident involving New York City-area commuter rail where engineer was diagnosed with sleep apnea, possibly explaining why he lost awareness going into a station
- 2017 Washington train derailment, also involving a train that went into a 30 mph curve at more than twice that limit
- Bourne End rail crash, similar accident in Britain where a sleep-challenged engineer may have momentarily lost attention and taken the train into a curve too fast
- Grantham rail crash, another British accident with a similar momentary lapse of the engineer's attention suggested as an explanation for why he disregarded signalsand derailed the train by taking it into a misaligned switch
- Redondo Junction train wreck, worst rail accident in Los Angeles history, where engineer claimed to have "blacked out" before going into a curve too fast
- Newton, Massachusetts, train collision, in 2008, where the engineer's sleep apnea was also blamed posthumously for her inattention at a crucial moment
- O'Hare station train crash in 2014; may also have been caused by an overworked, sleep-deprived train operator
- 2016 Croydon tram derailment a similar accident caused by a driver undergoing microsleep while in command of a tram.
Other Metro-North accidents
- Fairfield train crash, May 2013, killed one employee, first fatality in Metro-North's history
- Valhalla train crash, February 2015, killed six, deadliest accident in Metro-North's history
Notes
- ^ The two agencies share equipment for operation on the non-electrified Danbury and Waterbury branches of the New Haven Line.[5]
- Park Avenue Tunnel, since New York City bans the use of diesel locomotives in tunnels. Similar bans apply to the Long Island Rail Road, where diesel trains must also be dual-mode.[15][16]
- ^ The four people killed were:
- ^ Herbert said that was ridiculous as she could not have prevented Rockefeller from suffering a medical emergency and held him blameless in the crash. Her lawsuit against the MTA over her injuries from the accident, in which she had made the same argument as Rockefeller, was settled for $835,000 in 2015.[65]
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External links
- Metro North Derailment - Bronx, NY - NTSB
- NTSB Railroad Accident Brief: Metro-North Railroad Derailment - October 28, 2014