EDITORS
NOTE: Most
of the following article was taken directly from the
investigative report done by Andrew Schneider and P. L.
Wyckoff and published in the New Jersey Star-Ledger
on February 5, 1997.
The November 23, 1996
derailment of an Amtrak train on the Portal Bridge in
Secaucus, New Jersey injured 34 of the 113 people on
board. The accident occurred when a connector cracked and
moved out of position.
Amtrak knew of a problem
with this critical part at least 10 months before the
derailment, a company official admitted in February of
this year. And "the record clearly shows that Amtrak
managers at all levels were informed about the problems
on Portal Bridge well before the derailment and did
nothing to correct the problems that led to the
derailment," Jed Dodd, BMWE General Chairman, said
in the New Jersey Star-Ledger.
A section of tracks near
the end of the bridge rises when the bridge needs to be
moved and returns to its regular position when the bridge
closes. The connector connects the rails that rise with
those behind them and also helps wedge the tracks into
position when the bridge closes.
In testimony taken after
the accident, Jim Clark, Amtraks foreman in charge
of maintaining and repairing Portal Bridge, stated that
on January 23, 10 months before the derailment, he and
his crew detected cracks on the rail connector on the
west end of the bridge. He told his superior, Kenneth
Hudson, Amtraks supervisor of structures, who
agreed that the defective connectors needed to be
replaced. Amtrak then ordered new connectors.
It wasnt until
April 13, according to Clark, that a senior Amtrak
engineer ordered the cracks in the old connectors be
welded. Jack Nemeth, the welder, was told to repair the
cracked part without removing it from the bridge.
Nemeth, who has 33 years
of welding and bridge repair experience, told the
engineer that welding just one side of the cracked part
was dangerous and wouldnt hold. He says he was
still ordered to weld the cracks that could be reached
without removing the rail.
On June 20 Hudson wrote
his supervisor that unless repairs were properly made
"we risk the failure of mechanical and structural
components of the bridge."
On August 29 the
connector cracked open again and again Nemeth was order
to weld the cracks. Nemeth again warned that the weld
would not hold and again, Hudson agreed.
"We knew welding
that track where it (sat) was not the best way to do it,
but they figured that, as a stopgap, the welding might
last the few weeks until the new rails came in. But when
months passed and those rails were not installed, many of
us got worried," the supervisor said, according to
documents.
Alison Conway-Smith, an
Amtrak vice president and chief engineer, confirmed the
general chronology of events but said Amtrak officials
felt welding the part would be "a good, temporary
fix" and that safety would not be compromised.
Conway-Smith said that
when replacement connectors arrived from the supplier in
April, they did not fit. Engineers then ordered
differently designed, higher-strength connectors, which
were delivered late in the summer or early September, she
said.
But instead of installing
them immediately, officials decided to wait until the
bridge was scheduled to undergo extensive work in the
spring.
"They should have
been replaced when they came in," Conway-Smith
admitted. "People made the decision (to wait) based
on this judgement ... that it was not a safety issue but
a maintenance issue."
"It is extremely
unfortunate, to say the least, that Amtrak management
still considers safety and maintenance two separate
issues," said Dodd. "Clearly, they are and
always have been intertwined."
The National
Transportation Safety Board investigator in charge told
the Star-Ledger, "We cant make any
statement at this point other than saying we are paying
serious attention to the reports that the (track)
problems were known before the November incident."
Kevin Hussey, BMWE New
Jersey State Legislative Director, called the actions of
Amtraks engineering staff appalling and denounced
the railroad for attacking the workers who reported
problems. The bridge operator who was taken out of
service after the accident was completely exonerated at
the hearing when all the facts came out.
"Tom Downs (Amtrak
CEO) and his management team would have you believe that
standing between the success and failure of Amtrak as a
viable enterprise are union work rules. Well, union work
rules did not derail the train at Portal Bridge injuring
34 passengers. Thank God no one was killed. In fact, the
record clearly shows that the unionized employees did
everything in their power to properly correct the
problems at Portal Bridge that led to the derailment but
Tom Downs new management team refused to spend the
resources necessary to insure that the bridge was safe.
Hopefully this is a wake up call to all who care about
Amtrak and who ride the trains. How many other Portal
Bridge disasters are out there on the high speed track
waiting for this management to learn how to run a
railroad?" asks Dodd.
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