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Couple of notes "re the attached"...Railroad filing system..IIRC an A file is the Head Man hisself..ie Supt. GM etc.
B is Chief Clerk.... Another reference to old railroad terminolgy...you got somebody or something.."lined up" to do or get done. Also you "got the DOPE" on something...translation...dope is "information".
Sometimes you can get the idea that all of these letters came from the Supt. or GM...MM etc...Not so...There was that ever presesnt "battalion" of clerks ready to handle any situation no matter how trivial with letters and wires...Everything was done in the name of the Supt..MM...GM etc...You could tell by the file designation who the actual person was sending the commique...
Isn't amazing how a somewhat trivial situation could set off a "blizzard" of correspondence which could have been settled by a couple of phone calls...That's one of the greatest challenges I faced when I took over the Freight Claim operation at the RI...Those clerks just would not pick up the phone and call for information..They were scared to death of the phone..They would dictate a letter to the "typing pool"..wait a couple of days or so to get the letter back..Then mail it and wait sometimes weeks or maybe never..Necessitating a "tracer" for a reply when they could have picked up the phone and got what they needed in2 minutes...It's hard to break old habits and the railroad was replete with lots of them and old guys perpetuating the situation.
Pete
-----Original Message----- From: HOL WAGNER <holpennywagner@msn.com> To: CB&Q Group <cbq@yahoogroups.com> Sent: Thu, Jan 24, 2013 10:48 am Subject: [CBQ] Auxiliary Water Cars [2 Attachments] [Attachment(s) from HOL WAGNER included below]
Some months ago, the first time I posted material from the CRRM archives, I dealt with tank cars used as auxiliary water cars behind steam locomotives. Below is a lengthy letter on a nearly serious incident caused by one of these cars. The letter is dated Sept. 10, 1952, and was sent by Alliance master mechanic C.J. Harty to C.E. Melker at Havelock:
"Further to my A-3 message of August 26, in regard to hot box on auxiliary water car Q-205287, resulting in burned off journal when being handled behind engine 6164, operating in Extra 614906164 coupled west, at 4:30 P.M. August 23 at Nonpareil. "Q-205287 departed from Alliance as an auxiliary water car behind engine 6164 at 2:50 P.M. August 23. Prior to car being dispatched all the journal boxes were worked, free oil added and apparently all bearings in good condition. "After departing from Alliance, at about one-quarter mile east of the east switch at Nonpareil, Engineer Loessner noticed smoke coming from under auxiliary water tank 205287. Smoke indications were very slight and Engineer Loessner thought at first the brakes were sticking on the car, shut off the throttle on his engine, letting the lead engine handle the train and h climbed up to the coal space on back of tank of engine 6164 in order to get a better look at the water car. He then discovered that the hot box was on the south or fireman's ide and signaled the head engine to stop. On examination they found that the L-4 box was hot, being the lead wheel on the south side, and when box lid was opened found the journal laying in bottom of the box. However, the truck side was still up on the stub of the journal and no derailment occurred. Car was set out at Nonpareil. "Examination of the failed journal showed that originally it was a 5x9" journal which failed 7-1/2 ins. fromthe inside face of the collar. Broken section showed a slight taper, being 4-7/8 ins. at collar end and 4-3/4 ins. at point of fracture. Stub end measured 2 ins. from fillet to point of break. There was no indication of elongation indicated that the journal failed within a very short time after the hot box developed. The hot box was caused by waste grab. All supervision and inspection forces at Alliance have beengiven the benefit of this case. [Love that wording!] "Formal investigation was held with the engine crew and head brakeman. Copy of investigation is attached hereto. It is noted from the testimony given that the crew was alert and discovered the hot box shortly after it developed, stopped and set out the car. Also, there was no violation of Operating Rules or negligence on the part of the crew, and it has been recommended that the case be passed without administering formal discipline. "Form 1744 [Rupert take note!] is attached hereto covering, and the failed journal is being sent you for examination." Melker most likely forwarded the failed ournal on the the company lab at Aurora for testing to see if the cause of the rapid failure could be determined. Attached are images of sister Alliance Divison auxiliary water car 205284, in Denver in general company service ten years after the end of steam, and a view of a train much like the one involved in the above incident, though this one has but a single auxiliary water car, behind the lead engine. The Warren R. McGee photo depicts M-2-A 2-10-2s 6148 and 6161 hustling time freight No. 79 over the grades of the Sheridan Division near Clearmont, Wyo., on October 4, 1942. Hol __._,_.___
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