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1996 Secaucus train collision AI simulator
(@1996 Secaucus train collision_simulator)
Hub AI
1996 Secaucus train collision AI simulator
(@1996 Secaucus train collision_simulator)
1996 Secaucus train collision
On February 9, 1996, two NJ Transit commuter trains collided at Bergen Junction (since removed/abandoned) in Secaucus, New Jersey, United States. This accident occurred during the morning rush hour just south of the current Secaucus Junction station. It is NJ Transit's deadliest accident to date and the first in which passengers and crew died. Three people were killed and 162 injured.
On the evening of February 8, 1996, at approximately 6:11 p.m. EST, NJ Transit Engineer John J. DeCurtis officially began his night-shift, which would last a little over 12 hours including a 5 hour break in-between. This was the usual shift that this engineer worked by choice since 1992, and with him was assigned Conductor Stephen Miller and an unnamed Assistant Conductor.
For most of the first 7 hours of this night-shift, DeCurtis mainly operated Bergen County Line trains between Hoboken Terminal and Waldwick station so as to adhere to the rush hour timetable and the later off-peak runs into the night. However, as DeCurtis and Miller went about their shift, signal issues that would persist into the early hours of February 9 developed on the Port Jervis Line. Nonetheless, DeCurtis operated his last evening train normally and without incident as he departed Hoboken Terminal at 11:50 p.m. and arrived at Suffern around 12:49 a.m. on the 9th. DeCurtis and his crew signed off duty for what was supposed to be their 5 hour break at 12:58 a.m., although it was later noted by Miller that for the first 15 minutes after signing off, DeCurtis and Miller secured the train and then walked to the first car so as to rest/sleep for the majority of the given break time. An alarm clock was set by the crew so that they would wake up at 5:30 a.m. to operate a return trip to Hoboken before signing off for the day.
At 5:44 a.m., DeCurtis and Miller officially signed back in. The crew then spent around 30 minutes performing the necessary brake and start-up tests and procedures before departing Suffern station at 6:12 a.m. with a Bergen County Line semi local to Hoboken.
This trip went uneventfully and the crew arrived back at Hoboken just after 7:13 a.m., when the Train Master requested DeCurtis and Miller operate Train #1254 as the original crew was delayed due to the previous night's signal issues on the Port Jervis Line. DeCurtis and Miller accepted the assignment and the Train Master later reported that they did not look fatigued.
DeCurtis, Miller, and the unnamed Assistant Conductor took command of a consist that consisted of one Comet II cab car (#5146), 4 trailer Comet I cars, and a GP40PH-2 #4110. The crew then ran non-revenue until reaching Waldwick and turning around to be switched onto track 2 to become Train #1254.
Train #1254 departed Waldwick at 8:03 a.m. EST, about 5 minutes later than the 7:58 a.m. departure time. The train was in the push configuration with GP40PH-2 #4110 pushing while Comet II cab car #5146 now led the train.
Following departure from Waldwick, Miller reminded the engineer, saying, "We make all the stops except Glen Rock,". Miller and the Assistant Conductor then spent the majority of the trip collecting tickets and chatting with passengers. Miller later recalled that this was likely his last direct conversation with the engineer.
1996 Secaucus train collision
On February 9, 1996, two NJ Transit commuter trains collided at Bergen Junction (since removed/abandoned) in Secaucus, New Jersey, United States. This accident occurred during the morning rush hour just south of the current Secaucus Junction station. It is NJ Transit's deadliest accident to date and the first in which passengers and crew died. Three people were killed and 162 injured.
On the evening of February 8, 1996, at approximately 6:11 p.m. EST, NJ Transit Engineer John J. DeCurtis officially began his night-shift, which would last a little over 12 hours including a 5 hour break in-between. This was the usual shift that this engineer worked by choice since 1992, and with him was assigned Conductor Stephen Miller and an unnamed Assistant Conductor.
For most of the first 7 hours of this night-shift, DeCurtis mainly operated Bergen County Line trains between Hoboken Terminal and Waldwick station so as to adhere to the rush hour timetable and the later off-peak runs into the night. However, as DeCurtis and Miller went about their shift, signal issues that would persist into the early hours of February 9 developed on the Port Jervis Line. Nonetheless, DeCurtis operated his last evening train normally and without incident as he departed Hoboken Terminal at 11:50 p.m. and arrived at Suffern around 12:49 a.m. on the 9th. DeCurtis and his crew signed off duty for what was supposed to be their 5 hour break at 12:58 a.m., although it was later noted by Miller that for the first 15 minutes after signing off, DeCurtis and Miller secured the train and then walked to the first car so as to rest/sleep for the majority of the given break time. An alarm clock was set by the crew so that they would wake up at 5:30 a.m. to operate a return trip to Hoboken before signing off for the day.
At 5:44 a.m., DeCurtis and Miller officially signed back in. The crew then spent around 30 minutes performing the necessary brake and start-up tests and procedures before departing Suffern station at 6:12 a.m. with a Bergen County Line semi local to Hoboken.
This trip went uneventfully and the crew arrived back at Hoboken just after 7:13 a.m., when the Train Master requested DeCurtis and Miller operate Train #1254 as the original crew was delayed due to the previous night's signal issues on the Port Jervis Line. DeCurtis and Miller accepted the assignment and the Train Master later reported that they did not look fatigued.
DeCurtis, Miller, and the unnamed Assistant Conductor took command of a consist that consisted of one Comet II cab car (#5146), 4 trailer Comet I cars, and a GP40PH-2 #4110. The crew then ran non-revenue until reaching Waldwick and turning around to be switched onto track 2 to become Train #1254.
Train #1254 departed Waldwick at 8:03 a.m. EST, about 5 minutes later than the 7:58 a.m. departure time. The train was in the push configuration with GP40PH-2 #4110 pushing while Comet II cab car #5146 now led the train.
Following departure from Waldwick, Miller reminded the engineer, saying, "We make all the stops except Glen Rock,". Miller and the Assistant Conductor then spent the majority of the trip collecting tickets and chatting with passengers. Miller later recalled that this was likely his last direct conversation with the engineer.