Pete, I didn't have pictures of this incident but did have pictures
of the accident of train # 3 at Shelbina, Mo on Aug 9, 1944 where
engine 2929 overturned when entering the siding too fast. 2 killed 9
injured. Archie
On Mar 25, 2010, at 9:43 PM, Jpslhedgpeth@aol.com wrote:
>
>
> RE the Old Monroe "rear ender"...Over the years I've spent more time
> than I should have looking at the ICC Investigations reports and
> have become fairly famiiar with them, especially those involving our
> favorite rr. I must confess, however, that,after looking this one
> up, apparently it's one I had forgotten about or never hit on
> before...
>
> I, being one of those guys "living in the past" have become quite
> familiar with the tales of Harry Bedwell, E.S. Dellinger, John Johns
> etc in the old RAILROAD MAGAZINE, have found that some of the old
> ICC reports make almost as good reading as those stories.
>
> In the instant case that head end crew on the following train was
> presented with conditons which today we would call "a perfect
> storm"...Those conditions were a "false clear" (which theoretically
> can't happen) within yard limits. Under Rule 93 which is explained
> in the report second class and extra trains can occupy the main
> track within yard limits without flag protection required under Rule
> 99. Those trains within yard limits need only protect agains first
> class trains. Second class and extra trains moving within yard
> limits most proceed at "restricted speed" defined as a speed which
> will permit stopping "short of train, engine or other obstruction or
> swith not properly lined".
>
> Another rule provides that Rule 93 does not permit second class or
> extra trains moving within yard limits to rely on signal indication
> to determine that the the track ahead is not obstructed....Of
> course, over the years even through my time in the operating end of
> things the common practice was to indeed rely on signal indication
> to determine conditions ahead in yard limits. The way the rule was
> written the crew who did the hitting had no legitimate
> alibi...obviously if hit somebody or some thing ....ipso-facto he
> was not moving at restricted speed.
>
> The ICC criticized the Q officials...as they always did in cases
> like this...for allowing the practice of relying on signal
> indication in yard limits to continue with the tacit approval of
> management.
>
> Archie...you indicated...IIRC that you had some photos and perhaps
> further info on this matter...Do you have any idea what kind of
> discipline that head end crew received as a result of that fracas.
>
> Any of you guys interested in knowing more about railroad operation
> in the days of Timetable and Train Orders spend some time going back
> and reading some of the old reports...The files go back to 1911. Not
> every accident that happened on every US railroad is there, but
> there is some good stuff...depending on your definition of "good
> stuff".
>
> Pete
>
> -----Original Message-----
> From: Conrad Cheatham <okete12000@yahoo.com>
> To: CBQ@yahoogroups.com
> Sent: Thu, Mar 25, 2010 10:38 am
> Subject: [CBQ] Q wreck
>
> Group,
> Thanks to Archie and Ken for info on the ICC accident reports. Wayne
> will be delighted with this information. Are there any photos of
> this event?
> Conrad Cheatham
>
> [Non-text portions of this message have been removed]
>
> [Non-text portions of this message have been removed]
>
>
>
[Non-text portions of this message have been removed]
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