CSX SD40-2 8888, “Crazy Eights”: The 2001 Runaway Train

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Published: May 18, 2026

By: Adam Burns

On May 15, 2001, a single locomotive—CSX SD40-2 No. 8888—began one of the most infamous runaway train incidents in American railroad history. Nicknamed “Crazy Eights” by the press, the unmanned freight train rolled south out of Stanley Yard in Walbridge, Ohio (just southeast of Toledo), pulling 47 cars, including two tank cars filled with thousands of gallons of molten phenol, a highly toxic and corrosive chemical used in plastics, dyes, and pharmaceuticals.

For nearly two hours and 66 miles, the train barreled down the Toledo Branch at speeds reaching 51–53 mph with no one at the controls. There was no derailment, no collision, and no serious injuries—yet the event exposed critical vulnerabilities in rail operations and later became the loose inspiration for the 2010 film Unstoppable, starring Denzel Washington and Chris Pine.

History

The history of this now infamous locomotive began back in August, 1977 when Conrail took delivery of SD40-2 #6410, part of a batch of 37 units acquired between August and September that year numbered 6404-6440 (serials 767078-1 thru 767078-37).  These were part of a much larger order that totaled 166 examples acquired through 1979.  Following the split of the railroad between Norfolk Southern and CSX Transportation in 1999 the unit wound up with the latter road.

A Routine Yard Move Goes Wrong

The day started ordinarily enough for Yard Crew Y116-15 at CSX’s Stanley Yard, the railroad’s primary classification facility for the Toledo area. The three-person crew—engineer, conductor, and brakeman—reported at 6:30 a.m. After routine switching, they received instructions around 11:30 a.m. to pull 47 cars (22 loaded, 25 empty, totaling roughly 2,900 gross tons) from Track K12 and place them on departure Track D10.

The locomotive was CSX 8888, an Electro-Motive Diesel (EMD) SD40-2 built in 1977 as Conrail No. 6410 and renumbered after CSX’s acquisition of Conrail assets. These 3,000-horsepower, 190-ton workhorses were legendary for reliability; the SD40-2 was one of EMD’s best-selling models.

As the train moved north out of K12 at about 11 mph, the conductor radioed that a trailing-point switch for Track PB9 was lined the wrong way. The veteran engineer (a 35-year CSX employee whose name CSX never publicly released) realized the train wouldn’t stop short of the misaligned switch on the damp rails. He applied the locomotive’s independent air brake (which only brakes the engine itself), made a 20-psi service reduction on the automatic brake valve, and attempted to set up dynamic braking.

Here, the critical error occurred. On EMD SD40-2s of that era, the throttle and dynamic brake controls shared a combined lever with a separate “setup” selector. The engineer believed he had selected dynamic brake mode, but he “inadvertently failed to complete the selection process.” When he moved the throttle to Notch 8 (maximum power), he actually put the locomotive into full throttle instead of braking. The independent brake disabled the “dead man’s” alerter, and because this was a yard move, the air hoses between the locomotive and cars were not connected—so the train’s car brakes were inoperative.

At roughly 8 mph, the engineer dismounted to throw the switch manually. He succeeded just before the train reached it, then tried to reboard the now-accelerating locomotive. Wet grab irons and poor footing caused him to slip; he was dragged about 80 feet before letting go, suffering only minor cuts and abrasions. The train continued south out of the yard.

By 12:35 p.m., the runaway was on the main line. The brakeman and another employee pursued in a vehicle but couldn’t board as speed climbed to 18 mph at the next crossing. The yardmaster and Toledo Branch dispatcher were alerted immediately, and local authorities, including the Ohio State Highway Patrol, were notified at 12:38 p.m.

Desperate Measures: Derailers, Shotguns, and a High-Speed Chase

CSX and authorities scrambled. A portable derailer was placed on the track near Galatea (milepost 34), but the train simply knocked it off the rails without derailing. Police officers, including Sgt. Tom Gwinn and Trooper Al Leitenberger, positioned themselves at crossings with shotguns, authorized to shoot the red emergency fuel-cutoff button (or radiator/fuel tank as a last resort) to starve the engine. Three shots hit the larger red fuel cap instead; even a direct hit on the button would have required it to be held down for seconds and likely wouldn’t have stopped the train immediately.

Evacuations were ordered in some areas, and an air ambulance and helicopters monitored the train in case of a spill or derailment. The two phenol tank cars posed a serious hazard—molten phenol causes severe chemical burns and is highly toxic if released.

The decisive action came from the crew of northbound freight Q636-15. Engineer Jess Knowlton (31 years of service) and conductor Terry Forson were ordered into a siding at Dunkirk. They uncoupled their SD40-2, CSX 8392, and waited. At about 2:05 p.m., as the runaway passed, they entered the main line and gave chase, reaching speeds as high as 66 mph (well above the solo-locomotive limit of 30 mph) to catch up.

Knowlton matched speeds at around 51 mph and coupled smoothly to the rear car. He then applied dynamic brakes on 8392, gradually slowing the combined trains without breaking the knuckle. By the time they approached Kenton, Ohio (near milepost 67), speed was down to about 11–12 mph.

CSX Trainmaster Jon Hosfeld, who had been racing alongside in a pickup truck, sprinted alongside the slowing train south of Kenton and climbed aboard 8888. He found the throttle still in Run 8, the locomotive brake fully applied, and the automatic brake at a 20-pound reduction. All brake shoes on 8888 were completely burned off from the prolonged drag. Hosfeld shut down the engine, and the train came to a safe stop at the Ohio State Route 31 crossing southeast of Kenton around 2:30 p.m.—just under two hours after it left the yard.

Investigation and Official Findings

CSX’s internal investigation, supported by Federal Railroad Administration (FRA) and National Transportation Safety Board (NTSB) inspectors, concluded the cause was “multiple gross errors in judgment by the locomotive engineer.” A sequence of mistakes had to align perfectly: exiting a moving locomotive (against policy), improper brake setup that disabled safety features, failure to complete dynamic brake selection, and the throttle error that restored full power. The control stand design on these older EMD units was noted as a contributing factor that made the mistake possible under stress.

No mechanical failure contributed. CSX held safety briefings using the event as a case study but did not publicly disclose disciplinary action against the engineer.

Aftermath and Lasting Legacy

The heroes—Knowlton, Forson, and Hosfeld—were celebrated nationally. They appeared on morning shows, received commendations, and even met President George W. Bush. All three later served as technical consultants for Unstoppable, which dramatized a similar runaway scenario with far higher stakes (including a fictional collision risk with a chemical plant).

CSX 8888 itself survived unscathed beyond worn brake shoes. It remained in service and was later rebuilt and upgraded to SD40-3 specifications in 2015 as part of CSX’s fleet modernization. As of 2026, it operates as No. 4389 with a new cab.

The incident prompted railroads to review yard procedures, brake testing, and control stand ergonomics, though no sweeping federal regulation changes resulted directly from it. It remains a textbook example of how a series of small human errors can cascade into a high-profile event—and how quick thinking by fellow rail workers can avert disaster.

Twenty-five years later, the “Crazy Eights” story endures as a reminder of railroading’s inherent risks and the dedication of those who keep the trains running safely. What could have been a catastrophic chemical spill through rural Ohio instead became a tale of heroism, a Hollywood movie, and a lasting piece of railroad lore.