**Railroad Accident Brief**[PDFversion]

**ATL-96-FR-007 DERAILMENTNORFOLK SOUTHERNELLETT, VIRGINIAJANUARY 7, 1996**

**Accident Description**

About 9:00 a.m., eastern standard time, on January 7, 1996, NorfolkSouthern unit grain train Z48V405 derailed 79 of its 98 cars as it proceededin runaway condition down a descending grade in Ellett, Virginia. The trainconsisted of a two-unit locomotive consist and 98 covered hopper cars loadedwith corn, and was manned by an engineer and a conductor. 

The train was 6,030 feet in length and had 12,683 trailing tons. Weatherconditions at the time of the accident were heavy overcast skies and snow,with an ambient temperature of 21° F. Additionally, there was a snowaccumulation of about 20 inches. There were no reported injuries as a resultof this accident. Damages exceeded $2.5 million. 

The crew of Z48V405 reported for duty in Bluefield, West Virginia, at11:55 p.m. on January 6, 1996. A severe winter storm was in progress andsnow had been falling for the past 24 hours. The crew took charge of theunit grain train in Bluefield, and after waiting for more than 2 hourson the hill, the train departed at 3:50 a.m. The engineer stated he haddifficulty controlling the train speed while descending the 1.6 percentgrade departing at that location. He said he had to make successive brakeapplications in an attempt to hold the speed to the track speed of 15 mph.He said the train speed was not controlled as expected, resulting in heavierthan normal brake applications. He estimated a total of 30 pounds of brakepipe reductions were made, resulting in the train eventually stalling 3miles after leaving Bluefield. The engineer said he departed that locationwith a 10 to 14 pound reduction and more confidently held the train speedat 22 mph, while operating through an area restricted to 25 mph. The trainthen proceeded eastward without difficulty and with normal train handlingto milepost (MP) V-292, where the engineer stopped by using the automaticbrake to clear the brake shoes. After a brief stop the train continuedeastward to ascend a 0.6 percent grade. 

When the train stalled on the ascending grade at MP V-283, pusher locomotiveswere added to the rear of the train. The train departed this location andcontinued eastward, stopping at MP V-276.5, so the pusher locomotives couldcut off. The stop was made by use of the automatic brake with a 22 poundreduction. 

The train departed on the 1.4 percent descending grade, which extendsfor 7 miles and has a speed restriction of 30 mph due to track curvature.The engineer stated he released the brakes and went into full dynamic braking,believing the brakes were heated up and clean. At about 8 mph he made afull service brake application. The train speed continued to increase andthe engineer placed the brakes in emergency at a speed of about 37 mph.When the train speed was near 55 mph the locomotives broke away from thecars. After the locomotives broke away the speed of the locomotives reducedvery quickly and the units came to a stop. The event recorder speed tapeshowed the speed reached 57 mph before it quickly dropped to zero. 

The 1st through the 79th cars, all loaded coveredhoppers containing corn, derailed. The derailed equipment came to restperpendicular to the track within a 600 feet area. 

A simulation of the accident, using information obtained from the TrainHandling Recorder (THR) was conducted. The information obtained from theTHR tapes and used in the simulation, revealed that at the time the trainwas descending the 1.4 percent grade and placed in emergency, the trainhad the equivalent of a 10-pound automatic brake reduction, when the actualreduction was 26 pounds. The severe winter weather conditions were a factorin this accident. Blizzard conditions and ambient temperatures in the low20's resulted in frozen brake rigging, which reduced the braking efficiencyof this train. 

**Probable Cause**

The National Transportation Safety Board determines that the probablecause of this accident was insufficient braking capabilities on the 98loaded grain cars as the train proceeded on the 1.4 percent descendinggrade under severe weather conditions. 

**Adopted: August 18, 1998**

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