'The Williamsburg Wreck' - 1995 Williamsburg Bridge Collision | Tales From the NYC Subway

The Williamsburg Wreck of 1995 is an NYC Subway incident that jumpstarted the installation of timer signals across the system, to regulate a train's speed, but just what happened in the crash?
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#NYCSubway #TalesFromTheSubway #WilliamsburgBridgeCollision

[@erichumphrey2771]

I drove subway trains for six years in Toronto, and drowziness is something that we've all had to fight off at times. A "long blink" is a forewarning that a change in breathing, posture in seating, and full revival of concentration is imperative. Sometimes calling up your conductor on the train phone and having a brief conversation could snap you back into the here and now.

[@memeable4552]

Line 1 2 or 3 or 4 sir??

[@doof.5773]

@@memeable4552 Line 5 6 or 7 or 8 sir??

[@memeable4552]

@@doof.5773 line 5 and 6 is not open yet

[@doof.5773]

@@memeable4552 im joking.

[@doof.5773]

@@memeable4552 second of all i know taht

[@pbatommy]

What the MTA didn't state publicly is that Motorman Gibson had worked 117 straight days without a day off. In addition, his run had four round trips, which is excessive cab time of 7 hours and 12 minutes scheduled. More than 6 hours cab time is excessive.

[@vern43]

Wow thats right there was no restrictions on overtime at that time you could work 7 days if you wanted.

[@F40PH-2CAT]

@@vern43 in my job I work for 50 or so days straight with 70 hour weeks....but I do not operate heavy equipment.

[@mikec.8556]

Now you can’t do more than 16 hours in a day

[@IamNiggler]

He fell asleep

[@vern43]

T/O for 21 years -The brakes on that equipment was horrible, after the incident they hurried up and tighten up all the brakes. They replaced or inspected all the stop arms on the signals as well. They (MTA) get away with lying and claim human error. He was a nice guy and at the time I was a conductor with a picked job on the J on the same tour. Shout out to the fam I felt bad for them.

[@MysticTransit]

Woah, I wasn't expecting to see a T/O here. I'm glad you can give some insight into the performance of those subway cars, and it only proves the point further that the MTA did try and cover up this incident.

[@vern43]

@@MysticTransit I’ve seen some of your videos, for the most part you pretty accurate keep up the good work

[@MysticTransit]

I try and be as accurate as I can with these videos. I take the time to research and talk with others with every project, to get opinions and information from all sides.

[@ronaldharvinjr636]

So in reality he probably didn't fall asleep, it was probably the faulty of the brakes. Of course a big company like that is not going to take the blame they're going to pass the blame 🤨

[@vern43]

@@ronaldharvinjr636 He could have fell asleep, only he knows and hes dead., but the signal system should have prevented this thing from happening and it didn't.

[@thecreativeyouthsociety547]

I used to work for the MTA. In every accident they automatically seek a way to blame the motorman. Even if it wasn't the motorman's fault. Anything to separate themselves from guilt. Basically, " We at the MTA did everything right and it was not our fault this motorman chose to go rogue against our impeccable protocol, therefore we are not actually responsible...that's our story and we are sticking to it in court. Also while we are at it, the families receive no benefits, because the motorman was at fault for their own death" This is a real thing! Even though the break systems of a train are faulty, even though a train is possibly operating at 70% of safe function, even though the signal lights are broken or someone in the tower didn't signal a train to stop properly, etc. Even when someone jumps in front of a moving train, the motorman is taken for drug testing so the MTA can cover its tracks just in case. So much shadiness from corporate towards its motormen, station workers and cleaners. I never trust anything the MTA says about anything.

[@bnywtrains9482]

Your narration-style is impeccable and your videos are extremely well-thought-out. I can’t wait to see more content from this channel!

[@MysticTransit]

I'm glad you like the way I narrate my videos. I try to have a more 'monotone' style for these chilling Tales From the Subway, while in some of my other videos, where I might talk about things like the new rolling stock, or least used stations 😉, I like to have more emotion in my voice.

[@SerafinTirado471]

Close but not the full story. In short, Tracks on bridge is DOT territory, investigation had to be done by FRA. MTA Started investigation before FRA arrived. Lots of evidence was tampered with. Bridge track was upgraded from 100 rail to 115 pound. Rails are slightly higher, Signal department never compensated for raised rail and never raised the tripping device. After debris was removed the FRA wanted to run a test train. The FRA realized the test train they got from jamaica yard was tampered with, all trip cocks were dropped a 1/2 inch. The FRA order a train that was in service all night to be used. All signal was set to red on bridge. The train ran from one end of bridge to other end without ever getting trip by red signal. A few supervisors were arrested for tampering with evidence by the FBI, FRA also determined that our signal were too close together for the speed we was running, at the time was 55 miles per hour. When those signals were designed trains at the time ran at 40 miles per hour. When the MTA took over the system they started to order new trains with higher speed. Now the MTA had to start a massive campaign to add more timers. Since those timers would take years to put up the MTA had no choice but to shun the top speed of trains down to 35mph powered on a flat, maybe 40 to 45 mph down grade and the GT signal would keep train speed at bay. Also the MTA was warned by the FRA that the next incident they will lose their FRA exemption. That's when the MTA started to permanently marry their cars into 5 car units. The control package were removed accept for the 2 end cars. Under the FRA each subway car would be treated as a locomotive because it has its own brake package and control unit for propulsion. Each Subway car would have to be treated to the FRA locomotive inspection schedule which it's intensive. So technically a 10 car unit is 10 Locomotive, as today its only 2 locomotives. This is well documented In the FRA and even the FBI report.. Always spoken about in safety training. The tails of MTA dirty little secrets. Union has good tails also. The MTA Does not want to lose their holy Grail of the FRA exemption. As today all decisions are wrapped around that philosophy. That why subway will never go outside NYC borders. They will lose FRA exemption and all equipment will have to be update to FRA standard as the Path train. PTC Not required for MTA subway.

[@nickrod9526]

+Serafin, that's very interesting to know. MTA as usual, playing dirty.

[@blakemcnamara9105]

Glad to hear some confirmation about the MTA's corruption.

[@Railoffroader2]

MTA Subway is not exempt, subways are not railroads and aren’t governed FRA regulations. It’s FTA for rapid transit. Slightly different rules and regulations. MTA railroads (LIRR and MNRR) are under FRA. PATH resembles the subway in many ways, but due to it’s predecessor ownership/history is actually designated as a railroad and governed by FRA regulations. Path however does have various FRA exemptions.

[@metromaster2010]

A good video. You have accurately reported what the NYCT told the public. We have to find a way to connect and do lunch. There's more to this.

[@MysticTransit]

I'm glad you liked the video. Also, there's even more to the story? I thought I covered even the untold parts with the whole "Brake Delay" thing.

[@kennysa3586]

What parts of the story are missing?

[@shadowstoryteller85]

To IHOP

[@ErikGarces]

@@kennysa3586 Its very long and detailed. I can't post that long here. To sum it up? Cheap skate management and malfeasance found its way into the technology.

[@pbatommy]

@@ErikGarces The MTA puts on time performance ahead of safety. Was true then, and is still true.

[@chrisgibson7543]

Today 29 years ago on June 5th 1995, we lost our beloved father and a devoted husband to our mother. Rest in peace to my father and my best friend! You're missed every day and you'll never be forgotten! Rest in easy.......................

[@SoulBoyfriend12]

Wait that person was your father? I am so sorry for your loss

[@GoldenTicket420]

Oh my God rip. I can't imagine being the driver of that train period one of my biggest fears when I was a kid was being around one of these Steel Behemoth crashing or derailing anywhere near me. Imagining how it all sounded looked and even the aftermath of everything around is upright terrifying. I loved and enjoyed this video and would love to see more stories like this. Salute my brother keep it up!!

[@MysticTransit]

Yeah, one of my fears isn't being on a train during a crash or derailment, but if it were to hit someone. It's a gruesome sight.

[@GoldenTicket420]

@@MysticTransit I mean my fear around those type of accidents are really around Bridges and tunnels. A lot of the infrastructure was from the 1930s so for me it's just collapsing of a bridge after something like that would be crazy and for tunnels most of them are running under the Hudson River and other large bodies of water. So the thought of a train derailing and damaging a tunnel enough for collapse would be catastrophic because millions of tons of water would rain in on commuters with a minimal survival rate. Those are my fears

[@nah_144]

This incident is really tragic. I heard somewhere that after this incident, they had to retrofit some of the older equipment with speedometers. I'm not sure if this is true or not.

[@MysticTransit]

This is true.

[@ronaldharvinjr636]

Yep it's true. Kawz those trains models didn't have speedometers at the time

[@metromaster2010]

It is true that NYCT installed speedometers and field shunted the trains down to about 30 miles per hour after this accident. But NTSB had instructed them to do that after the Union Square accident which was more about overspeed than this mishap. They dragged their feet, and when this accident occurred, they had to say and do something quickly to save face. This accident was much more about several other mistakes than speed

[@ronaldharvinjr636]

@@metromaster2010 I think they started slowing the train speeds down after a (D) train derailed near West 4th Street. The News was calling Motormen wild cowboys. Then the maximum speed of trains was like around 35 mph, barely hitting 40, if I'm not mistaken.

[@charliegeraldjr5926]

@@metromaster2010 yes

[@EthanAfro707]

Was wondering if you could do a really big video of the 1980s subway issues you mentioned such as the poor maintenance, high graffiti and the derailments & fires. Would be really interesting to hear about what went wrong with the NY Subway during the 1980s

[@TheTimeForChange44]

I really think your comment on what the MTA wanted to project: Improvements, with the changes to the braking system which could have contributed to the accident and the motorman's death, nails it!

[@joesmith-md2kt]

I WAS A MOTORMAN 1968 TO 1979(THEN PROMOTED TO MOTORMAN INSTRUCTOR). I WAS PERSONALLY INVOLVED IN THREE HEAD ON COLLISIONS IN THE YARDS, NONE OF THEM MY DOING. THE FIRST( 207ST YARD) THE MOTORMAN HIT ME AT 25 TO 30 MPH ( ACCORDING TO THE COLLISION COMMITTEE). MY CAB DOOR WAS STUCK CLOSED. I WAS TRAPPED. TRANSIT HAD TO SCRAP CAR I WAS IN, AND THE CAR BEHIND ME( R10 CARS BUILT TO LAST FOREVER). I SURVIVED THAT NIGHTMARE. VERY TRAGIC FOR THIS MOTORMAN. OTHER M/M OPERATED FROM 8TH, CAR WITH FIRST SEVEN CARS, BRAKES CUT OUT AND NO FLAGMAN. IF YOU SAW THIS ON TV, YOU WOULD CHANGE THE CHANNEL BECAUSE THIS COULD NEVER HAPPEN. SIGNED, 30 YEAR SURVIVOR. PS: AFTER THE R32, THE BRAKES ON ALL NEWER CARS WERE NO WHERE NEAR AS GOOD AS R10 AND R32. BUT THAT'S ONLY MY OPINION.

[@atlexpress5236]

Its much worse today cameras GPS tracking i work for mta on the bus side i had a manhole cover blow up went through the floor of the bus all they cared about at zerga was i was going 3 miles over the speed limit

[@Spectacular66]

@@atlexpress5236 Zerega will try to fuck you over any which way. 3 miles over? Sheesh

[@deniseshury5179]

I remember this accident. I lived on the lower east side at the time and worked in Williamsburg. I was 4 months pregnant and was not feeling well so i called out sick. Had i went to work, I would've had been on that train as Marcy Avenue was the stop that i got off. I guess saying the motorman fell asleep was the most plausible answer for MTA at the time, being that drug tests came back negative. Whatever the true story is, luckily more people were not severely injured and remember that a life was lost that day. 27 years ago and MTA still has a long way to go. Great video

[@melbournemetrotrainsvlogs9401]

Your tales from the Subway series is amazing, going back in time, telling stories. It is fun to listen. Thanks for a great video.

[@historyisthebestmyfans2094]

With all due respect, the NTSB stated in a PDF document, that Mr. Gibson was suffering from Jet Lag from his recent overtime work changes. I believe Gibson got drowsy as he climbed the curve after Marcy Av, and feel asleep for a couple of seconds until he passed the yellow signal before the M train, and then tried to apply the breaks at the last minute at full speed.

[@monica012077]

Great job with this video. This channel is quickly becoming one of my favorites. I have to agree with your assessment of the trains brakes failing. The TA is always covering stuff up. If he had fallen asleep the train would have been going faster than 20 mph. I can't believe the damage even at that slow speed! Yet another major accident on the subway during my high school years. I remember after this the trains would crawl across the Williamsburg bridge. I think they still do.

[@mikekelly1366]

Saying he fell asleep is transits way of putting all the blame on a man that can't defend himself taking themselves off the hook.

[@nattyblu]

Very informative! I love to hear a New Yorker telling our story, the accent in the narration is the cherry on top. Keep up the great work!

[@MysticTransit]

I'm glad you enjoyed it!

[@jerryblayzehandballvideos1428]

I really like how eloquently you tell the story based on the video. I just liked and subscribed and look forward to more

[@MysticTransit]

I'm glad you enjoyed the video, and thanks for subscribing.

[@cooljerriz9931]

Ayeee gotta love the history of the MTA

[@tommyhui4419]

It's easy to blame it on a person. MTA would avoid blaming themselves and blame it's worker!!!

[@NRRailfan228]

This is tragic, too many injuries. That one person who said the accident was “total chaos” is 100% right

[@BrooklynBound4]

Just like when a plane goes down blame the pilot. Your explanation has high validity.

[@MysticTransit]

I'm glad you think so! I got in touch with a former NYCTA employee who knew the T/O who was unfortunately killed in this accident, and fed me information on the T/O, along with the Subway Cars he was operating, and the number of "improvements" the MTA had made to them over the years.

[@roberthuron9160]

The habit of blaming the operator(s),is ingrained in management! Remember those 737Max aircraft,it was blamed on the pilots,not on the extremely faulty computer programs! Boeing is still paying a hefty price for that fiasco! Note also,that there have been occasions of using composite brake shoes on subway and streetcars,which under rain,snow and wet rail conditions rendered the brakes,as useless,as they slid on the rails,and didn't grip the wheels! If I remember correctly,that involved the R-30's,but don't hold me to it,as I don't have references available! Anyway,thank you for getting both sides out,you performed a great service 👏! Thank you for your diligence and persistence! 😇

[@BrooklynBound4]

@@roberthuron9160 yes! That was the first thing o thought of. Smash and no one was held accountable with the 737Max

[@BrIaNMeRcY1022]

The moral of the story is there are three sides to a story. Person A (Being the MTA), Person B (The deceased T/O), and the Absolute Truth. With the T/O being dead on arrival, we will never know the full story. I am more inclined to believe the TA covered up the true story as to what happened. Mechanical issues are something you could lesson through proper maintenance but can't eradicate completely. Time is money. Even one second can cause a massive ripple effect. The system has slowed since then. As does the lack of trust/faith the MTA has in Train Operators.

[@BLETransitYT]

Excellent video, detailed and straight to the point! 😁👍🏾😎

[@johnnorton8217]

As usual most times public transit management likes to blame the operators. They don't want to admit their own short comings!! Their Motto, " When in doubt, blame the operators " !!

[@zanieyoung2201]

Having grown up riding the subway, this tragedy reminds me that MTA still has a very long way to go. The subway is still decades behind on the signals.

[@stegowolf]

I had no idea this incident happened, thank you for covering it!!

[@bornjamerican52]

I remember this when it happened 🥺. We was at our flushing ave train station waiting on the M train when this happened. Great video by the way

[@kevinb8881]

I remember this VERY well, OMG, the subways were a mess that morning!!!

[@SubwaySounds]

Great job bro always interesting the stories you tell.

[@mancast-bx6hi]

It's pretty scary for that train to collide with that other train apparently but what's even more terrifying and even more frightening is that since this crash took place on a bridge, shouldn't the bridge brake and fall apart by the force and impact of the crash? Because if it actually did, the trains and especially the passengers inside the trains would literally fall down into the waters or the river below the bridge, sinking down into the waters, stuck inside, the water leaking into the train cars, meaning the passengers inside the trains would actually drown to death inside. That's a very very horrifying experience to imagine if that did happen.

[@BrianGomez8888]

The bridge is stronger than you think

[@blakemcnamara9105]

The bridge was designed and maintained by engineers who ensured that it wouldn't collapse over an accident. It's actually illegal in the U.S. to design a bridge that weak.

[@fw3nyc]

Thinking about it now, when I used to ride in front of the older trains and used to watch the moterman hit the brakes, there was always a delay before the train slows down. This also holds true with our older fleet of Orion 7 OG buses. Most of them

[@transitimprover]

It had to be an issue of the train. I highly doubt that the driver was asleep given that he was not on drugs. Also the thing he said about the brakes seems to make sense and therefore, I think it was a slight hesitation with the brakes

[@alanbaum3228]

You don't have to be on drugs to get drowsy after working all night. I worked the midnight tour for many years. Knew Mr. Gibson as well, nice man. But especially when there's a long distance between stations, like between Marcy and Essex, trust me it happens being completely sober. Just like driving a car all night.

[@petergrudge189]

Excellent video! I hated riding the Williamsburg bridge, I always got axiety and felt unstable.

[@lvalledor3440]

1995 was a bad year for certain subways systems. Toronto also had a train collision in the same year

[@luisfabian5995]

I was born and raised in williamsburg and i have been walking the williamsburg bridge since i was a baby

[@captainkeyboard1007]

MysticTransit, you have a channel that can be well-appreciated. I like the way you present more facts about train crashes and wrecks alike. Car Equipment Department is my favorite part of New York City Transit. I have interested in subway cars since I was a "kid." The "R40" you mentioned was an R40S. The R40 cars, numbered 4150 through 4449 had slanted ends at the Number 1 end. The R40M cars were numbered 4450-4549. I like the fact that you mentioned the inshot valve which is part of the E-1 operating unit. It is a braking part that has magnet valves and cutout cock that regulate pressured air that came out of the main reservoir for the air brakes. The apparatus installed to the signal to regulate train speed are wheel detectors. A white moon shape is painted on each wheel for the detector to detect the actual train speed. As for the motorman or train operator who died in the collision on the Broadway Line, I guess that he was overworked, and maybe he chose to work a double. or extra time. Fatigue probably overwhelmed him from concentrating on the [rail]road.

[@justcomments335]

Really enjoying these videos! I wonder where you got the idea to cover this incident from...

[@MysticTransit]

Well, after creating the video on the 1991 Union Square Derailment, I posted a poll, asking viewers what they would like to see for the next Tales From The Subway video, and the majority of them chose this incident.

[@cinema104]

It was an issue with the sun rising behind his train and casting a shadow from the bridge on the back of the M train thereby obscuring it from his vision. That is why he never left his cab.

[@robertnussberger6449]

I've never noticed there being a bright sunrise from there at that time but it probably a contributing factor along with the r42 brakes

[@ErikGarces]

@@robertnussberger6449 even if he fell asleep, even if he was sun blinded and couldn't see the signals; the braking system is designed to work with the signal system so a train will stop within a set distance precisely to prevent rear end collisions. The signals are spaced using the performance of the train, if you change the amount of time it takes for the train to stop, the signals now become useless. THAT is the entire reason the man died. Why it was done is simple: money.

[@BronXLimited]

I would say it's the trains fault because normally in SMEE trains automatic braking would be applied if it overran a red signal but because it got too close to the M train at Myrtle it had applied the EM brakes but the handle probs seemed to get stuck which while on the Williamsburg bridge the EM brakes were not applied. But at the same time it would be the motormans fault at the end of the day for overrunning signals and not paying attention.

[@SerafinTirado471]

Dead man tell no tail. Great Escape goat.

[@ErikGarces]

The braking system is designed to stop within a set distance. The signals are spaced using that number. If you change the amount of time it takes for the train to stop, the signals now become useless. THAT is the entire reason the man died. Why it was done is simple: money.

[@ser010267]

My late father normally would have been on that J train sitting behind the motorman’s cab , Luckily that morning he caught the train before that day

[@Videosop23]

Excellent, no-nonsense narration.

[@rayrayz51233]

5:04- 5:06 OMG throwing a can out of El station smh

[@anduhlew]

ikr that's exactly what I was thinking...smh people who litter...

[@Bennett1430]

lol I can guarantee he would be pissed if a can or bottle came flying from the tracks and hit him on the head too.

[@mattc528]

WtF ..That's what said too. Really that guy just littered n threw the cup over the fence and on camera

[@bobbyd968]

I used to work that line back then. The trains speed in that area if the signals were green, were approximately 36 mph. As soon as the train reaches the top of the grade on the bridge, timers would slow the train down. Providing that the operator was awake. The story which was circulating back then was that Gibson was gardening on his property all day and did not get proper sleep. One of the main responsibilities of a train operator is to get proper rest. It was very sad and unfortunate for Gibson and his family. Many prayers were said for them back then. May this type of tragedy never happen again.

[@chrisgibson7543]

That J train operator was my father. Resting in Peace now going on 28 years this June 5th. I was only 16 at the time, he was 46 turning 47 on July 17. He was way too young to pass on. REST IN PEACE................................ I sill can't believe it at times what had happened to him that tragic morning! God bless my father, he was a good man!

[@claremartin3929]

I'm from England, London underground have whats called a trip cock / stop that automatically put on the brakes when signal passed at danger, this is nothing new and is also largely used on the main lines as well

[@fw3nyc]

I was 8 years old when that happened. That day was crazy. Traffic was hectic in that area for the whole day

[@Zabanks7898]

Nice video Mystic!

[@MysticTransit]

Thanks!

[@64Diaphone]

Even if the engineer fell asleep, the red light, along with trip hammers would have forced a stop. That mechanics and technology has been used for decades.

[@Naruto-tn3zf]

Good Job Bro I Loved the the folded 4 train story and this one is even better

[@MysticTransit]

Glad you liked it!

[@Naruto-tn3zf]

Hope too see more

[@Kal824]

It had to have been an issue with the train... Because even if he did fall asleep, there is an Automatic Train Stop (ATS). These Yellow looking levers that are raised when there is a red signal (indicating that a train should stop), the arm (“lever”) of the ATS rises above the track level. If a train ignores the red signal and attempts to proceed anyway, the arm of the ATS automatically trips a cock (“valve”) on the bottom of the subway car, which automatically activates the train’s air brakes and stops it from continuing, or at least attempts to. Most of these levers are supposed to be raised throughout the path, and there is supposed to be at least a 50 feet distance or red signals between trains, so that if one lever fails, other ones in the next proceeding cars can still be triggered and cause the air brakes to activate. It just sounds like the MTA not wanting to take responsibility for faulty or missed inspections of train(s)/train equipment.

[@chrisgibson7543]

YES sir so true!!! And not to mention the M train that was stopped at a red signal ahead of my father's J train failed to call in that he was stopped waiting for the work train ahead of the M to move. Then the dispatcher was supposed to notify my father about the M ahead. That would have helped save his life as well!! So fucked up what went down that morning and so many different events that led to this fatal accident.......... RIP

[@Kal824]

@@chrisgibson7543 I'm so sorry man. I'm reading Wikipedia about it, and it still sounds like B.S. MTA and their BS. I would've been suing MTA for negligence. It's just as much their fault/responsibility. It can't all land on your dad. None of it sounds like it make sense.

[@MetropolitanTransitEX]

Bro, I really love your videos!

[@MysticTransit]

Glad you like them!

[@Sonic57053]

4460 lost its mate 4461 while 4665 lost its mate 4664. Due to this the 2 surviving pairs were combined Into 1 mixed pair. They went back in service until being retired in 2009 theyre still stored in Coney Island Yard if I'm correct

[@nativenewlondoner]

You should look at the Moorgate crash on the London Underground, quite similar circumstances/explanations.

[@bohemoth1]

All New York City subway trains had and still have a DEAD MAN'S HAND on the train throttle. If the motorman (train operator) had a heart attack and died in the booth, once his hand is off the throttle, the emergency brakes would be activated bringing the train to an emergency stop. So please tell me what happened in this case? Especially when the system has an automatic TRIP ARM on the tracks to stop the train in Emergency mode.

[@eliasthienpont6330]

He could not pass a RED signal without his train being tripped. Ergo: His train WAS tripped! The problem was that when the NYCT changed fro IRON brake shoes to composite brake shoes it took a greater distance for the train to stop. The signals were spaced for the original brake shoes, and now the distance between trippers is too short. Be that as it may, he did run the red signal. WHY? He must have also passed at least one yellow signal, if not more. Had he been awake and paying attention, he would have known that the next signal would be red, and he should be prepared to stop. But timed signals are supposed to clear as you approach them. He expected perhaps for the red signal to clear because 1) It always had done so, and 2) signals up to this point has indeed been clearing for him as he approached. But there was a Work train on the tracks, and the (M) train had to stop. This meant that the last red signal did not clear as expected. The train was tripped, and now it could not stop any faster, although if the train did not trip, the motorman could have stopped the train more quickly than the emergency brakes could: He lost dynamic braking when the train went into emergency, so all he had was his service brakes, albeit in emergency. And given the new type brake shoes AND signals timed for the older style shoes time and space was not on his side. ROAR

[@blakemcnamara9105]

I heard it was that the rails were raised to the point that the trip arms were buried.

[@keLskanator]

Wait, I was definitely alive in Williamsburg at this time and I never heard of this! Love history!

[@eduardososa843]

This accident was so bad the NTSB got involved.

[@robroy6374]

The 1995 Williamsburg Bridge Collision is what led to wheel detectors and the Subway Car Shunting Elimination Program in the following year. As a result, the MTA, quite literally, slowed all the trains down, issuing a bulletin informing employees in April 1996 that their propulsion systems would be modified so they could achieve a maximum speed of 40 miles per hour, down from the previous high of 50 to 55 miles per hour on a flat grade.

[@sexytransitman6193]

Been waiting for this for a long time

[@MysticTransit]

Well, it's finally here!

[@sexytransitman6193]

@@MysticTransit yessir thank you it's very detailed

[@kevwebb2637]

It turns out that's the Company that is at fault.

[@jakubhanak41]

What I don't understand is, how is it possible that the train had passed a red signal and the automatic brakes weren't activated? And that 1,6 second delay should make that much of a difference. So either the signal was malfunctioning (it was red but the trip brake was down, not up), or the signals were badly placed, meaning there was not enough space between the red signal and the stopped train.

[@MysticTransit]

The signal tripped the brakes, however, that 1.6 Seconds DID matter, and the E-Brakes possibly couldn't activate quick enough.

[@vern43]

Also a lot of the stop arms associated with the signals were not the right height .

[@TheSmyrnaman]

@@vern43 The stop arms were the proper height. What actually happened was that those sets of cars had recently had their trucks replaced. This includes brand new wheel sets. Those wheel sets caused the trucks and subsequently the trip cock to sit slightly higher and did not engage the stop arm of the red signal.

[@vern43]

@@TheSmyrnaman hummmm that’s the 1st time I’ve heard that, I do however know that height adjustments were made on stop arms across that bridge, that’s a fact

[@ErikGarces]

The braking system is designed to stop within a set distance. The signals are spaced using that number. If you change the amount of time it takes for the train to stop, the signals now become useless. THAT is the entire reason the man died. Why it was done is simple: money.

[@josephmitchell5302]

I knew someone who worked for the TA and said it was the breaking problem

[@johnpatrick1588]

I thought subway cars had a dead man system to stop the train if a motorman falls asleep or dies?

[@ErikGarces]

The braking system is designed to stop within a set distance. The signals are spaced using that number. If you change the amount of time it takes for the train to stop, the signals now become useless. THAT is the entire reason the man died. Why it was done is simple: money.

[@42luke93]

These are unheard of accidents nowdays.

[@robertnussberger6449]

You wait and see when up the speeds

[@michaelsanchez2417]

I been an operator for 16 years and am not gonna comment!

[@SetiPrime]

Lol is Tales from the Subway your version of Tales from the Bottle by Qxir?

[@MysticTransit]

No.

[@SetiPrime]

@@MysticTransit oh

[@landocalrisian2014]

I wouldn't be surprised if it may have been a cover-up by the MTA. Reputation holds a lot of weight and they want ppl to trust them.

[@johnf.kennedy7339]

Another big one was on The Long Island Rail Road decades ago in Flushing another MTA owned train system.

[@kmg501]

It is very hard to believe that such a bad modification would be made to the brake system. Heavy trucks use a relay system that localizes pressurized air to brakes that need it. So for example, instead of the power unit (tractor) having to send air all the way through the brake pedal down to the trailer, the brake pedal (service brake) sends a small amount of air (much faster to transport) to a relay valve which allows the trailer air reservoir to supply the trailer brakes. I also don't know how it is possible that a train can pass a red (or possibly even a yellow) signal when the track brake trip is in an upright position.

[@robertnussberger6449]

Those r40s were rebuilt and modernized at the time of this wreck. I dont know how he couldn't see the other train

[@TheLace]

I was told he was on the final run of a TWENTY-FOUR hour long triple shift? How was this even legal?

[@TrickyPchester0948]

So there were 5 derailments in total of the NYC I can't believe nobody told me this

[@MysticTransit]

I'm pretty sure there were many more.

[@Michael-yu5co]

0:53 that’s gotta be a trademarked sound, right? Music to my ears lol

[@michaelmorales1475]

Is this the reason why The (J/Z) move slow over that Bridge?

[@MysticTransit]

Yeah, this is one of the reasons. I believe the other reason is because you can't really have multiple trains going 40+ MPH with other cars on a suspension bridge. (That second one is my theory though)

[@jaydottt_transitfanner]

@@MysticTransit Williamsburger Bridge

[@ErikGarces]

Its because of the long down hill ending in sharp curves on both ends of the bridge.

[@miahe4174]

Asleep

[@theautistictransitfan]

Could you do one on the Malbone Street Wreck?

[@MysticTransit]

Yes, eventually.

[@Boypogikami132]

the photo of the front of the smashed J train reminds me of the front of the LRT2 train that crashed between Cubao and Anonas in 2019.

[@GumboGzz]

I Was jus Born 2 Days Before This CraZy 🙏🏾🛐

[@mikec.8556]

There is no east or west bound movement only recognized as north bound or southbound

[@horny99845]

And here a shocker many people came to work sick cause of the bad sick policy of NYCT

[@CMPMGMT]

Great video! Keep it up!

[@MysticTransit]

Thanks, will do!

[@grubbinsstuff5063]

that J service is a curse. no joke

[@henrysantos121]

Excellent videos,

[@alexharris2495]

Driver negligence or train defect..... with the only qualified witness dying on impact..... the world may never know...... Also, didn't this result in the r-40S's being removed from service on the J line(if it's an r-40m, I apologize for the mistake)

[@MysticTransit]

I'm not sure if this is the incident that caused it, but I wouldn't be surprised. The R42's continued to run on the (J) until 2020 though. This incident was caused by an R40M (I didn't mention the 'M', because that's not the official name of the train). I couldn't find any images of an R40S on the (J), so I assume it never happened.

[@historyisthebestmyfans2094]

The M train last used R40M in October 2001 after the 9/11 changes when it was sent to Coney Island to replace the (N) service in Brooklyn. The (J) last used R40M in February 2003. After that, J/Z were 100% R42s with the (L) and (M)

[@user-sm1mp1np5g]

yayyy :) more tales!

[@MysticTransit]

I'm glad you excited.

[@ashleyjiscool]

Maybe the r40 had failed brakes and they didn’t apply when mr gib applied the brakes so he couldn’t stop it

[@hymanlipschitzmd6101]

How could a motorman fall asleep without letting go of the deadman feature on the motor controller handle? If the motorman had rigged some sort of leather belt up to the controller the investigators would have found it and been all over it. If when the motorman actually saw the rear end of a train in front of him and immediately let go of the controller, initiating an Emergency Stop, the interval between the brakes dumping and the actual application of the brake shoes to the wheels is never instantaneous, and at twenty miles per hour the train might have very well over-ran the distance involved, causing a collision. However, the question remains is how did the following consist invade the stopped train's block that should have been red, with a trip handle up?

[@pinto1221]

How could a motorman fall asleep without letting go of the deadman feature on the motor controller handle? If the motorman had rigged some sort of leather belt up to the controller the investigators would have found it and been all over it. If when the motorman actually saw the rear end of a train in front of him and immediately let go of the controller, initiating an Emergency Stop, the interval between the brakes dumping and the actual application of the brake shoes to the wheels is never instantaneous, and at twenty miles per hour the train might have very well over-ran the distance involved, causing a collision. However, the question remains is how did the following consist invade the stopped train's block that should have been red, with a trip handle up?

[@hymanlipschitzmd6101]

There was renovation work being performed on the bridge trackwork. The interference zone between the traincar's dump valve actuator and the tripping tee might have not been so overlapping as to not miss a potential trip. There are Track Inspectors who must certify the positioning of trackside trip tees and how they interface with railcar dump actuators. Then, as you mention, there is a lag. There's always a lag. I was on a Southbound IND 6th Avenue express moving at top speed around 86th Street when the brakes dumped. I yelled for everybody to hold on as I knew what was in store. After the initial sound of the brakes dumping there was several seconds before the shoes applied. Then, there were several seconds before the shoes REALLY jammed on. Then, there were several seconds between that and the cessation of forward motion of the train. If we were traveling at the recommended Express rate I would venture we went quite a ways before actually stopping. Lastly, no one uses a belt on the motor control handle. That's pure hogwash. On the old Low Voltage cars the motorman could open the passenger door to help take a leak, but as far as fooling the deadman feature it was to iffy, and the slightest screwup could result in an unwanted brake dump.

[@MultiRanman]

This is an important story, thank you for sharing it

[@qolspony]

Oh my goodness! Hmmnm. I hope the family is compensated.

[@CattleRustlerOCN]

Was there no way to tell if the brakes were applied on the J train at the time of impact? If they were applied he wasn't asleep.

[@FaltbushdevkidnameMetro]

Dude this is why there's a lot of train crashes people are sleeping on the subway when they're driving it you never know when there is a red single ahead or you never know what's going to happen ahead imagine going down to Delancey Street and crashing your train there

[@Random-transit-authority]

Fun fact: The train that the J crashed to was the M train AND this was a real big killer/Hurt crash

[@iwrk]

Is the time saving of increasing the speed limit worth the risk?? I mean, we are talking about maybe a few minutes on a long trip.

[@davidhibbs6989]

Looks a bit faster than 20 mph!

[@blackpanda7298]

2:35 they looking so hard bruh lmao, the mama too lol

[@MysticTransit]

fr

[@louisjones9158]

I Remember When This Happened

[@cinema104]

He did not fall asleep.

[@Michael_afton698]

i think it was an issue with the train cuz back then the trains brakes whare ok but not good

[@carlossanchez-kz4wh]

Good video I remember that...wasn't there another accident months later in Queens when a G train hit an R? If so post it I barely remember that one

[@ROCB211]

Yes, @ Steinway Street

[@ROCB211]

That accident happened in ‘97.