by shlustig
Train #602 Dp. Springfield for Boston at about 10AM; consist was a single RDC M-463. At Athol Jct., both of the RDC's engines died and it came to a halt. The Engr. was able to restart them and #602 proceeded after a 20" delay. Approaching Palmer, both engines again died, and the train coasted to a stop at the station.
Train #78 "Paul Revere" ( with 2 E-8's and 10 cars) was following #602 east from Athol Jct. and allowed it to get a couple of signal blocks ahead. Approaching Palmer
#78 was on "Clear" signals and had slowed for the 50mph restriction there when the enginemen spotted the stopped RDC. Due to the limited sight distance caused by the right-hand curve and the overhead bridge, there was insufficient distance to stop, and impact speed was about 30mph. 1 passenger on #602 was killed and 17 were injured.
Cause of the accident was due to the RDC stopping on sand so that the wheels did not make direct contact with the rail, thereby allowing the signals to display false proceed indications. As a result of the accident, the NYC required any single-unit RDC trains to be given a positive block to the rear. Ironically, that had been the rule when RDC's were first used in 1950, but the railroad dropped the requirement because of alleged improvements on the sanding system which had supposedly eliminated the problem.
Train #78 "Paul Revere" ( with 2 E-8's and 10 cars) was following #602 east from Athol Jct. and allowed it to get a couple of signal blocks ahead. Approaching Palmer
#78 was on "Clear" signals and had slowed for the 50mph restriction there when the enginemen spotted the stopped RDC. Due to the limited sight distance caused by the right-hand curve and the overhead bridge, there was insufficient distance to stop, and impact speed was about 30mph. 1 passenger on #602 was killed and 17 were injured.
Cause of the accident was due to the RDC stopping on sand so that the wheels did not make direct contact with the rail, thereby allowing the signals to display false proceed indications. As a result of the accident, the NYC required any single-unit RDC trains to be given a positive block to the rear. Ironically, that had been the rule when RDC's were first used in 1950, but the railroad dropped the requirement because of alleged improvements on the sanding system which had supposedly eliminated the problem.