J-SLE The runaway coal train Part 2 in Tales of the Jointed Track

The Caboose was attached and the air cut in. The false brake pipe showed 75 on the rear, which was legal. I doubt the engineer, felt that this was okay, when they were running around the Caboose.

The okay was given and the brakes were released, and the descent was started. What a wild ride, that was going to become. The saving grace was there was no opposing traffic, till Colorado Springs.

The first set was made, okay no exhaust. That should have been the first warning, before the speed got too high. Ten lbs off the gauge nothing still, speed is increasing. Full service at 27 mph, a slight blow. Okay sorry this was not a fully charged brake pipe. PERIOD. At 36 mph, and emergency application was made. It should have been made earlier. It was reported that when the emergency was made, the caboose went down, at a service rate. Meaning it reduced like you would make a normal brake application. Factors? A compromised brake pipe. Why didn’t the rear end make an emergency application via conductors emergency brake valve? I don’t know.

They are really coming down the grade, and what ever brakes they had on the cars, are now worthless. The speed and tonnage has already overtaxed what braking was there.

The caboose is along for the ride. The Conductor told me afterward he tried for 10 miles to get the pin to uncouple. He said at times when they rounded the curves, the cars lifted up and were on the wheels riding the outside rail. A break came around the south end of the Academy siding, he broke free and was able to ride a handbrake. He stopped, and checked the condition of the brakes. He slowly rode it to the carnage. The sight of smoke and dust in the foreground.

Meanwhile, on the head end I am sure was total terror. Why he waited so late, is still a question to this day. The engineer tried to reverse the locomotives. That too, as a futile effort. It served a purpose though, the lone SD-40-2 locked up the axles, and they are sliding, and going flat. The GE’s however did not, because the throttle was left in idle.

At the Russina Industrial spur, the SD-40-2, sliding along picked the switch, which started the derailment. They along, with the cars behind the power started to pile up. Luckily, they broke free as well, and later stopped about 700 feet away from the pile up of coal hoppers.

The investigation, proved and showed many errors by the crew and the helper crew. The engineer on the train was terminated by the railroad, for many rules and operation practices violations. The Conductor was out of service for 6 months and returned. I believe he has since retired. The brakeman, was allowed back, after 3 months, but was traumatized to the point, he left the railroad. The engineer on the helper was placed out of service for 60 days. His sin, cutting in the brake valve on the helpers. The helper Conductor was given discipline, but not removed from service.

It could have been worse than it was. My view. I would not have left Denver, or if forced out of the yard. Stop at Kalamath Ave.

The railroads, BN and Santa Fe took the UFIX sets out of service. They were returned after design flaws were corrected. A sad fact that this had to happen, to hammer the point home.

Was a combination of errors. Luckily, everyone is alive, and others weren’t impacted as well.

Last updated February 12, 2015