2661 INTERSTATE COMMERCE COMMISSION WASHINGTON INVESTIGATION NO. 2667 CHICAGO, SOUTH SHORE AND SOUTH FEND RAILROAD COMPANY REPORT IN RE ACCIDENT NEAR HAMMOND, IND., ON JANUARY 23, 1943 - 2 _ Inv-2667 SUMMARY Railroad: Date: Location: Kind of accident: Equipment involved: Train number: Engine number: Consist: Speed: Operation: Track: Hi ghway: Weather: Time: Casualties: Cause: Chicago, South Shore and South Bend January 23, 1943 Hammond, Ind. Collision with motor truck Passenger train 21 Electric motor 106 5 cars 35 m. p. h. Motor truck Tractor, two trailers 2-25 m. p. h. Timetable, train orders and automatic block-signal system Double; 3° curve; 0.65 percent ascending grade eastward Tangent; crosses tracks at angle of 48°42'; level Clear About 1:48 p. m. 1 killed; 5 injured Accident caused by motor truck being driven upon highway grade crossing immediately in front of approacning train - 3 - INTERSTATE COMMERCE COMMISSION INVESTIGATION NO. 2667 IN THE MATTER OF MAKING ACCIDENT INVESTIGATION REPORTS UNDER THE ACCIDENT REPORTS ACT OF MAY 6, 1910. THE CHICAGO, SOUTH SHORE AND SOUTH BEND RAILROAD COMPANY March 2, 1943. Accident near Hammond, Ind-. , on January 23, 1943, caused oy motor truck being driven upon highway grade cross­ ing immediately in front of approaching train. 1 REPORT OF THE COMMISSION PATTERSON, Commissioner: On January 23, 1943, there was a collision between a passenger train and a motor truck on the Chicago, South Snore and Soutn Eend Railroad at a highway grade crossing near Hammond, Ind., which resulted in the deatn of one em­ ployee, and tne injury of four passengers and one pedestrian. •'-Under authority of section 17 (2) of tne Interstate Com­ merce Act the above-entitled proceeding was referred by the Commission to Commissioner Patterson for consideration and di spo sition. - 4 - Hammond, Ind. January 23, 1943 _ 5 - 2667 Location of Accident and Metnod of Operation Tne railroad on wnicn this accident occurred extends be­ tween Kensington, 111., and Soutn Bend, Ind., a distance of 75.6 miles, and is equipped with an overnead catenary system for the electric propulsion of trains. Between Chicago and Kensington trains of tne line involved are operated over a line of the Illinois Central Railroad. In tne immediate vicinity of the point of accident tnis is a double-track line over which trains are operated by timetable, train orders and an automatic block-signal system. The accident occurred on tne eastward main track at a point 4.5 miles east of the station at Hammor%d, Ind., wnere the railroad is crossed at grade by State Highway 912. Approaching from the west on the railroad there are, in suc­ cession, a 2° curve to the right 1,250 feet in length, a tangent 2,220 feet and a 3° curve to the left 624 feet to tne P o i n t of accident and 996 feet beyond. At the point of accident the grade for east-bound trains is 0.65 percent ascending. Highway 912 crosses the tracks at an angle of 48°42'. Aporoacning from tne north the highway is tangent a considerable distance to the crossing and beyond. At the point of accident tne grade is level. Tne highway and the crossing are 18 feet wide. The nignwoy is surfaced with concrete and the crossing with asphalt. The crossing is well maintained. An advance warning highway-crossing sign is located 325 feet north of tne crossing and 5 feet west of the highway. This sign is a disk 15 inches in diameter mounted on a mast and bears the letters "R. R." and a cross in black. This sign is 5 feet nigh. Tne crossing is protected on each side of the tracks by flashing-light signals. The signal governing south-bound traf­ fic is located in tne northwest angle of tne intersection at a point 20 feet north of tne center-line of the westward main track and 6 feet 5 inches west of tne highway. On the m a s t of this signal a cross-buck sign is mounted 13 feet 6 Inches above the level of the pavement, and bears the wo i els "RAILROAD CROSSING-." A horizontal bar, at each end of which a red light 9 inches in diameter is attached, is mounted on the mast 8 feet 6 Inches above the level of the pavement. A vertical sign, attached on the mast and between the red lights, displays through a red lens the letcers "STOP" when the signal is oper­ ated. Tne signals are actuated, when an east-bound train reaches a point 1,865 feet west of the crossing. When the flashing- light signal is being operated a bell on a signal mast in the souchea.st angle of the crossing rings, A crossing-whistle sign for east-bound, trains is locaced 785 feet west of the crossing. Operating rules read in part as follows: 14. Engine Whistle Signals. Note:--Tne signals prescribed are illus­ trated by "o" for short sounds; " 11 for longer sounds. * * * - 6 - 2 6 6 7 Article X I I I , of the 1939 Acts of tne Indiana General Assembly, reads in part as follows: SPECIAL STOPS REQUIRED GRADE CROSSINGS'. Sec. 102. Certain Vehicles Must Stop at All Railroad G-r-de Crossings. (a) Tne driver of any motor vehicle carrying * * * flammable liouids as a cargo or p T t of a cargo, before crossing at grade any track or tracks of a rail­ road, shall stop such vehicle within fifty feet, but not less than ten feet, from the nearest rail of sucn railroad and while so stopped, snail listen through an open window or door and snail look in both directions along such in -ick for any encroaching train, and. for signals indicating o._e approacn of a train, * * * arm mail not pro­ ceed until he can d.o so safely. * * * In the Immediate vicinity of the poire of accident the maximum authorized speed for the train involved is 40 miles per nour. Description of Accident No. 21, an east-bound, first-class p? ssenger train, con­ sisted of tnree multiple-unit cars, one comprrtment car and. one multiple-unit car in tne order named. All cars were of steel construction. ±his train 'as operated from the control station of -lectric motor 103, the front unit. After a tormina, air-brake test was made tni >: train departed from Chicago, III., 20.9 miles west of Hammond, at 1 p. m., according to the dis- ' f patcher's record of movement of trains, on time, passed Kammonc at 1:34 p. m., 2 minutes Int., and while moving a t an estimated speed of 35 miles per hour it collided with a motor truck on a highway grexle crossing 4.5 miles east of the station at Hammond The brakes of No. 21 functioned properly en route. Tne motor truck involved consisted of a t r a c t o r , a semi­ trailer and a full-trailer, in the order named. This equipment Sound. Indie;tion. # # * (l) o o Approaching public crossings at grade. To be prolonged or repeated until crossing is reached. . * # * - 7 - 2S67 was owned and operated by the Rogers Cartage Company, Chicago, 111. The driver, wno was the sole occupant, neld Indiana cnauffeur1s license No. 140257. The tractor was a 1941, cab- over-engine, 6-cyllnder, International KS-8-C0E model, and bore Indiana license No. 8-857 for 1942. Its weight was 9,000 pounds. It was equipped with dual rear wheels and was provided with an enclosed steel cab having a sleeping berth. The semi­ trailer was a Fruenauf Y0-2-DF model, equipped witn dual rear waeels and a steel tank having a capacity of 4,000 gallons. It bore Illinois license No. X-1818. Its weight was 5,900 pounds. The full-trailor was a Fruchauf Y0-2-NDF model, equipped with dual wnoels and a steel tank having a capacity of 4,000 gallons It bore Illinois license No. Z-220. Its weight was 8,300 pounds. The tractor, the semi-trailer and the full-trailer T-ere equipped with Westinghouse air brakes. The three units had an over-all length of 41 feet and a total weight of 25,200 pounds. At the time of the accident the cargo consisted of 8,150 gallons of gasoline, which weigned approximately 24,000 pounds. Tne vehicle, moving southward on State Kignway 912, en route from Roby to Gary, Ind., proceeded upon the crossing involved at a speed variously estimated ac 2 to 25 miles per hour, and the full-trailer was struck by No. 21. Tnere was no unusual condition about the enclosed cab that restricted the vision. At a point on tne highway 425 feet north of uhe crossing involved, the driver of a south-bound ve­ hicle can have an unobstructed view of a train r.pproaching from the west at a distance of about 780 feet. Tne full-trailer was torn loose from the semi-trailer and demolished. The wreckage was carried in front of the train to a ooinc 55 feet east of the point of the collision where it stopped 15 feet south of the eastward main track. The tank was punctured and the escaping gasoline became ignited. No. 21 stopped 639 feet east of the ooint of collision. The front end of the first unit w a s crushed inward, about 16 incnes, and this unit and the second unit were badly damaged by fire. It i'T s clear at the time of the accident, wnich occurred about 1:48 p. m. The employee killed was tne motorman. D at a During tne 30-day period preceding tne day of the accident tnere was a daily average of 74.23 trains over the crossing involved. During tne 24-hour. P e r i o d beginning at 12;01 p. rn., January 28, 1945, 1,555 automobiles, 175 trucks and 78 buses oassed over the crossing. - 8 - 2 6 6 7 Discussion No. 21 was approaching the crossing at an estimated speed cf 35 miles p e r hour in territory where the maximum authorized speed w a s 40 miles p e r hour. The whistle signal w a s sounded for the crossing; in compliance with the rules. It is not known when Lhe m o t c r m T : cf No. 21 first saw tne approaching m e t e r ^ truck, as he was killed in the accident. The evidence indicatem that the train brakes were applied in emergency about 200 feet west of the crossing. Tne train struck, the r e ^ r trailer about midway and the 'wreckage we.s thrown to the south and a snort dis­ tance east cf the crossing. Tne trailer was lorded with gas­ oline, which became ignited when the collision occurred.. The driver of the motor truck involved, was an experienced driver and. was familiar witn the route. Ne said he stopped the motor truck about 25 feet north of the eastward main track, looked in ooth directions along the tracks and then operated, his truck at a. speed of about 2 miles per hour to tne crossing. The left c b window was open but the right c-b window w-ns closed.. He did not see or hear tne warning signals ^t "the crossin , or see the ammroaching train until the collision occurred. On the other hand., two witnesses stated that the f1^sning-iignt sig­ nals and. the warning bell w e r e operating when the truck was approaching the crossing. The signals w r e visible a consider­ able distance, and ,the weather 'ms clear. Several witnesses stated th^t the motor truck did not stop before it reached, the crossing, and trey estimated the speed'. ~t 20 to 25 miles per hour just before the collision occurred.. Tne driver h^d been off duty about 16 hours prior to tre time ne started the trip 'Involved, rnd at the time of the accident had b e e n o n ducy about 1 n o u r 45 'minutes-. The 1 awe of the state of Indiana require m o t o r vehicles carrying- inflammable liould.s as a cnrgo to stop witnin 50 f e e t but not lens than 10 feet from the nearest rail­ road track and. net to proceed, until It' is safe tc do so. If the driver involved had cnmplieu with this provision of the law, undoubtedly he would, have seen the warning signals at the crossing and the aporcacning train, and this accident would, have been averted. Cause It is found that this accident was caused by a motor truck being driven upon a nighway grade crossing immediately in front cf en a.pproaching train. Dated, at Washington, D. C. , tnis second day of March, 1943. ™ Ey the*Commission, Commissioner Patterson. II. P. E'ARTSL, (SEAL) Secretary.