NTSB Releases Preliminary Report on Fatal Pascack Valley Line Train Crash

The National Transportation Safety Board released Thursday its preliminary report on the investigation of the Sept. 29, 2016, accident involving Pascack Valley Line train 1614 at the Hoboken Terminal.

Here's what the NTSB had to say:

One person died and 110 more were injured when the 400-foot long train, which consisted of a controlling passenger car (cab car), three passenger cars and one locomotive at the rear, failed to stop, overrode a bumping post, and struck a wall of the terminal.

The preliminary report details factual information gained to date in the investigation. It does not contain analysis and does not state probable cause. The information contained within the preliminary report is subject to change as data is validated.

According to the report, there were significant challenges in accessing the accident area due to severe structural damage and environmental safety concerns in the area of the accident.

According to the report, investigators gained access to the cab car of the accident train Oct. 4, and removed an event data recorder memory board and the video data recorder hard drive. They were taken to the NTSB recorder laboratory in Washington, DC, where investigators found them to be undamaged and in good condition.
After downloading data from these devices on October 6, 2016, investigators learned:

• Both recorders captured the accident sequence. Forward-facing color video from the cab car is of good quality, and the video recording also includes audio from an exterior microphone. The event recorder also appears to have been working as designed.
• The forward-facing video showed the cab car colliding with and overriding the bumping post at the end of the track 5 platform at Hoboken Terminal. A large flash was visible as the car collided with the panel at the end of the track and the video ended.
• About 1 minute before the collision, the forward-facing video recorder captured the sound of one blast of the train’s horn while it was in the yard leading up to the terminal. Shortly afterward, the train’s bell began sounding and continued until the end of the recording.
• The event recorder indicated that about 38 seconds before the collision, throttle increased from idle to the #4 position while the train was traveling about 8 mph. Train speed began to increase and reached a maximum of about 21 mph while the brake pipe pressure remained unchanged.
• Just prior to the collision, the event recorder indicated that the throttle position went from #4 to idle. Engineer-induced emergency braking occured less than 1 second before the collision with the bumping post.
• The event recorder showed the train speed was about 21 mph at the time of collision with the bumping post. Event recorder speeds during the final seconds were consistent with train speed estimates obtained from the NTSB’s preliminary analysis of images from the forward-facing video camera.

The NTSB investigator-in-charge formed the following technical groups to gather information and evidence for the investigation:

• OperationsHuman Performance
• Survival Factors
• Signal Systems
• Track and Engineering
• Mechanical/Equipment
• Event/Video Data Recorders

Both the engineer and conductor were interviewed by NTSB investigators. The emergency response to the accident is being reviewed by investigators as are records for operations, signal systems, mechanical equipment and track and engineering. Investigators inspected the track structure, signal system and mechanical equipment involved in the accident.

Investigators tested the signal and train control system; the accident route was duplicated with signal alignment and functioned as designed. The signal system was restored to service with the exception of the damaged signal at the end of track 5, the track upon which the accident happened.

NTSB investigators found the cab car’s electrical communication network – necessary for brake, signal, and propulsion control – was destroyed in the accident. Conversely, accident damage to the cab car’s air brake system was minor and was repaired for testing. The train brakes functioned as designed during a friction brake test using the rear locomotive to apply the brakes.

Parties to the investigation include the Federal Railroad Administration, New Jersey Transit, Brotherhood of Locomotive Engineers and Trainmen, International Association of Sheet Metal, Air, Rail, and Transportation Workers – Transportation Division and Brotherhood of Railroad Signalmen.

PHOTO/ NTSB