According to the EL list:

"Well, they never got past the point of the gap. The outside rail rolled over and the tender and two or three of the coaches were sitting on the ties."

Apparently this was during the wye movements. Hope this didn't do any serious damage and also it does not cast a dark cloud over future trips.

Joshua


Homepage
joshua@joshuakblay.com

Josh,

There isn't a wye at they use at that end of the line. According to the accounts I have read from folks on baord, the rail rolled over as the train approached Point of Gap. The tender and three coaches were involved. The D-L's big Alco took a rescue train out of Scranton to get the passengers back.

So far, that's the only consistent information I have heard. We'll have to wait for the NPS or D-L folks to give the official word.

Rob

Thanks Rob. I read that the cars and derailed tender were re-railed by Noon today. Waiting for reports myself.

Joshua

Homepage
joshua@joshuakblay.com

Hi Joshua,

Mike P. tipped me off about an article in Pocono Record from a reporter who was on board at the time.

Rob

http://www.poconorecord.com/2003/topstory/tjd48806.htm



http://www.poconorecord.com/2003/topstory/tjd48806

My personal opinions and observations as a paying coach passenger on Sat. 10-25-03:

I was riding the first coach, on the engineer's side. I witnessed the derailment as it happened.

We were in a right-hand curve. The tender went first. With the outside rail rolled, each coach derailed until the train stopped. The wheels on the outside (rolled) rail rode in the web of that rail, the inside wheels fell into the gauge, bouncing along the ties.

It was NOT a violent stop (at least in the front coach) just bumpy. My ride on the plane home from Denver last month was alot worse, on the approach to landing in Philly!

From my observation, the train was being pulled with a light brake application, so everything was stretched already. There did not seem to be any harsh slack action, and everything remained coupled.

The locomotive was not derailed. The tender and the first six of nine cars went off. None of the derailed cars were leaning badly, in fact passengers were sitting in the worst-leaning car, through the afternoon wait.

Someone will certainly have pictures, as the highway was right beside the track, and lots of motorists and chasers stopped and took photos. I left my cameras at home that day, I just wanted to sit back and enjoy the ride. I would probably have been shooting video, and would have had some interesting footage. Oh, well.

The important thing is nobody was injured at all.

The worst thing was the 6+ hours we sat and waited for the "rescue train" of coaches that came from Scranton. It was an unfortunate experience for any first time riders, but I heard no loud vocal reactions. Everyone was thankful that it could have been alot worse.

The ironic part was that this took place at the exact location where, on the Labor Day weekend run of this same trip, the train stopped for a track-side meal and ceremonies by the Park Service. We sure could have used that buffet!

I would agree with the reporter's story in the above post that everyone handled the situation well. The on-train staff should be commended for dealing with a most unfortunate event.

I certainly hope that this does not cause any adverse affects on the industry, or on the future of these particular trips. It is the "perfect" all-day excursion, through some beautiful scenery. The stop at East Stroudsburg has alot to offer, with restaurants, shops, the old depot (now a restaurant) and the interlocking tower with intact armstrong levers being preserved by a local Historical Society effort.

The "icing on the cake" would be the use of that perfectly good wye track, just three miles away at Portland, so the steamer would not need to run tender-first going home. Hopefully, in the future.

Steve Gilbert
Director of Passenger Operations
Reading & Northern.

> Apparently this was during the wye movements.
> Joshua

The wye track at Portland is about three miles beyond where the derailment occurred, which was at "Point Of Gap" about MP 75.5, according to the trip's hand-out.

The wye is owned by Norfolk Southern, and for reasons unknown to me, the Steamtown operation does not turn the engine.

The train is "rearranged" at Slateford Junction which is at MP 74.3.
We only had .8 to go.
Diesels lead the steamer running tender-first back to Scranton.

No Message

Were the "safety first" diesels on this train?

> Were the "safety first" diesels on
> this train?

Two. A 6-axle and a 4-axle, Scranton to Tobyhanna.
I don't have DL's engine numbers in my head.
They were on the point, with the steamer against the cars, providing Steam Heat, which was a treat.

The diesels ran ahead at Tobyhanna, while the 2317 took water. They were then trapped east of the derailment, and were being used for the re-railing efforts when we were "rescued".

The 2317 was worked going up the mountain from Scranton, and slipped (on wet & Frosty rail) quite a bit. At least with the dizmals up front, we could hear the steamer at work from on-board.

I would like to know how many other operations:

still use the steam-heat on your trains ?

How about the air-signal line ?

I remember when Strasburg still used the air-signal, but for many years now, have just used 2-way radios.

2317 probably doesn't turn because NS owns it and won't let STEA use it. I'm sure the NPS railroad ops people would prefer to do so.

Joshua

Homepage
joshua@joshuakblay.com