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Train No. 74 had traveled approximately 4 miles east of CW when it stopped. Two vertical I-beams were located at the forward end of the power car at Body STA. 0:00. (See figure 4.) These I-beams, identified as collision posts, had failed at the base welds and were pushed rearward about 7 feet. Outboard angled supports which were tied laterally to the vertical I-beams by welded steel structural members had failed at the floor attachment and had torn the floor material. The attaching welds had not failed. These posts were also pushed rearward about 75 inches. The car frame was bent downward until the forward section of the frame contacted the rail. The front AAR type E-coupler, mounted in a retractable caupler box, was found in the retracted position. The two pin-type locks which secured the coupler carrier in the extended position were found undamaged but pushed rearward to an angle of about 60° on both sides. The structural metal of the coupler carrier and the lock pin guides were bent and deformed. The lock pin retracting mechanism was severely bent and damaged. All exterior metal and fiberglass skin panels were destroyed to about 112 inches from the front. All four of the third—rail contact shoes were severely damaged.
In addition to being derailed, the food service coach of train No. 74 had contacted the third rail. Fire damage, confined to the exterior of the coach, existed in the area of the forward truck.
Track and Signal Information
At Dobbs Ferry, the railroad follows the shore of the Hudson River. There are four main tracks numbered from north to south as Nos. 3, 1, 2 and 4. Approaching Dobbs Ferry from the west, there is a 0°46′ right-hand curve in the track about 1,980 feet long, then 895 feet of tangent track, followed by a 0°54′ left-hand curve 2,310 feet long. The Conrail timetable designates the direction of the tracks as east and west.
The OW interlocking machine is electric, and the switches and signals are electrically activated. There are six tracks at the interlocking numbered from north to south as Nos. 5, 3, 1, 2, 6, and 4. Crossovers and switches are so arranged that eastward movements can be made from each of the six tracks to track No. 2. Three. searchlight—type signals are mounted above and to the right of each track on a signal bridge for tracks Nos. 2 and 4. (See figure 5.) The numbers for the signals and switches correspond to the lever numbers on the lever frame in the tower.
The OW interlocking tower has a unit lever—type machine. (See figure 6.) The machine is equipped with 56 hand—operated levers: 33 levers control 34 signals; 19 levers control 20 switches, 3 levers control 4 electric locks, and there is 1 Spare lever. The levers are a pistol grip-type which can only be moved by depressing the trigger in the handle. (See figure ,6.) The blocking devices are metal boxes with opened ends.
Four automatic signals are located eastbound on track No. 2 between OW interlocking and the point of collision at Dobbs Ferry.
Postaccident Inspection of Signal Equipment
On the eastward signal mast for track No. 2 atow interlocking, there was a fixture for a flashing letter "0", a train order signal; however, the signal had been electrically disconnected. A bracket for attaching a yellow flag or light, also a train order signal, to the tower building at OW was not accessible to the Operator because the storm windows were nailed shut.
