Northlander Collision: September 9th, 1991
Page last updated 08/23/04
(click on images for larger picture)
Overhead view of the collision aftermath (Bud Berry Photo, Paul Charland Collection).
The facts of the crash were as follows. Thanks to Frank Vollhardt and Gary Murray for their help.
On September 9th, 1991, train number 122, a Northlander trainset, collided head-on with a CNR yard engine in the North Bay Transfer Yard at approximately 48 mph. Northlander FP-7Am 1987 was being towed dead due to a mechanical failure by another ONR FP-7, number 1517. Since only those FP-7's converted to Northlander service were equipped with HEP systems to power the electrical needs of the trainset, 1987 was still required to operate the train, although it was not adding any tractive effort. The train had just left the ONR tracks to the CNR mains headed south to Toronto. As the train started to accelerate, the crew noticed too late that a CNR yard crew working on the wye of the main had not lined up the main switch again. This caused 1517 to enter into the wye, where it collided with a CNR switcher before it could stop. The CNR ground crew was determined to be at fault for their failure to re-align the switch. ONR 1517 climbed up on the "porch" of the CNR switcher 7304, the force of the collision breaking the cab off as it was designed to do to prevent crushing the crew. It then toppled onto its left side and the crew rode it out. Because the CNR train had its brakes on, the impact to ONR 1517 was like hitting a brick wall. The locomotive was retired and salvaged on the spot. Locomotive 1987 was not too severely damaged, visible damage being limited to a banged-up nose. It was effectively retired, however, picked clean of parts and scrapped a couple years later. The TEE cars were lightly constructed and the collision caused a few to buckle, which, combined with the ever-increasing maintenance required to keep the aging cars running, led to the trainset being retired and scrapped. Of the 138 people on board, there were no fatalities, although there were some serious and many minor injuries.
Gary Murray, engineer of train number 122, recollects the events of the day as follows:
"Monday, Sept.9th, 1991 was a lovely warm afternoon. We had arrived the evening before on Train 121 from Toronto, and spent the night in North Bay at the Ascot Motel. Usually we took a taxi to the ONR North Bay station but because it was such a nice afternoon, I walked. As my crewmate and I stood on the station platform waiting for the arrival of No.122, the conductor came out and handed us our OCS clearance. We had authority to proceed from Dykstra to Nipissing with a restriction to protect against the "Work extra 7304 between Dykstra and Mile 223 Newmarket Sub."
No. 122 arrived about 1400 with ONR 1517 and 1987 and three TEE train coaches. After servicing the train, we departed about 1420. At this time I was running the engine, and my crewmate and one of the brakemen were also in the cab. As we proceeded towards the CNR at Dykstra, we heard the engineer on the Work Extra 7304 talking to the crew on train 212. Work Extra 7304 was the CNR North Bay yard assignment, and they always worked on Channel four. Because the 7304 was on Channel one, I took the opportunity to call him and ask for permission to proceed through his limits. The engineer responded by giving us permission through his limits with no restrictions.
After entering the CN mainline at Dykstra, we proceeded eastward towards the Transfer Yard. We also had a switch to get at Nipissing, and our brakeman remained in the cab to get this switch. This was very unusual, as the brakeman never rode the engine. At the time of the collision, he should have been in the coaches. Train 212 was in the siding at Transfer Yard and strung out around a left-hand curve as we approached the north leg of the wye. It's slightly downgrade here, and we were accelerating as we left Dykstra behind. As we rounded the left-hand curve 212's train obstructed our view. Just as the curve straightened out, the three of us in the cab saw the red target of the wye switch lined against us. Nobody said a word as I placed the train brakes in emergency.
I remember thinking to myself that this can't be right. So I looked at the switch target and it was red. I looked at the switch points and we were lined into the wye. And I could see the 7304 sitting in the wye about four car-lengths back. This was for real, and there was no way out of it. The next thought that ran through my mind was that maybe I was making my last trip.
I told everyone to sit on the floor, which we did, with the brakeman putting his back against the door into the short nose, and my crewmate and I sitting side by side against the electrical cabinet. We sat there waiting for the crash, which wasn't long coming. The sound was horrendous, and I could see my mate flying through the air, turning slightly as he went forward. I was right beside him making the same arc until we stopped abruptly against the windshield. I seemed as if we were being held pressed against the windshield by the force, and I heard the noise as the cab snapped off the carbody.
All movement stopped, and it got very quiet. I remember thinking, thank God that's over, and just then the engine rolled over on its side. As the engine lay on its side, the right cab door was now above our heads, and swinging open. I stepped on the support for the middle cab seat and pulled myself up through the open door. I helped the brakeman and my crewmate out through the same door, and we were now standing on the side of the locomotive carbody. From here we walked to the rear of the engine and climbed down the end.
My crewmate was injured fairly seriously and was off work for close to six months. The engineer of the yard engine was off with injuries for over a year. The chef on our train never recovered from his injuries, and never returned to work. There were numerous passenger injuries but no fatalities. As for me, none of my injuries were any worse than you might pick up in a street brawl. If you want to hurt a hogger, you have to hit him in the pocketbook. I don't really want to get into the politics of the accident. Suffice it to say that neither my crew nor I were held responsible."
Another overhead view of the collision aftermath, showing ONR 1987 behind, relatively undamaged, and ONR 1517 lying on its side and broken after absorbing the impact (Bud Berry Photo, Paul Charland Collection).
CNR 7304 is lifted from the wye track after the collision (Photo: Gary Murray collection).
As it was designed to do for crew safety, ONR 1517's nose broke away from the rest of the unit. The locomotive rolled on its left side after the accident (Photos: Gary Murray collection).
Acknowledgments:
Thanks to Gary Murray, Frank Volhardt and Paul Charland for providing materials and facts used on this page.