Falcon48 [snip] There was also a seemingly regular move of scrap metal from Pando, but this was the debris of the periodic runaway trains that SP had on the grade to the sumit of the pass. For some reason, they always appeard to derail at Pando, and were cut up there.
This reminds me that a few years ago there was a story in Trains - probably under the Selected Railroad Reading heading - about a branch line on a western railroad that was up for abandonment. However, it seemed that there was a similar irregular but persistently recurring movement of crushed stone or rip-rip that showed up on the records as traffic for the branch, and which might have furnished a partial reason for keeping it. After further research and investigation, though, it turned out that all those carloads were 'Company Material' - and were always waybilled to the same station and destined to the same location. Their use ? A bridge or fill that washed out every couple years, and was subsequently repaired - just to keep the branch line in service for any other traffic that might come along, of course.
- Paul North.
Railway Man February 21, 1996, a westward manifest train that was mishandled by the crew and ran away on the 3%, derailing between Mitchell and Deen. NTSB cited cause as mismanagement of the air by a student engineer and failure of the experienced engineer to take corrective action. Both were killed and the conductor seriously injured.
Falcon48 I vaguely recall that there were more incidents than this that lead to movement of scrap railroad equipment from Pando, but I no longer have access to the source material. Possibly there were some less serious incidents that didn't warrant NTSB investigation. When you said "post merger", I assume you meant SP/DRGW. The UP/SP merger didn't actually occur until Fall of 1996 (I think it was September).
I vaguely recall that there were more incidents than this that lead to movement of scrap railroad equipment from Pando, but I no longer have access to the source material. Possibly there were some less serious incidents that didn't warrant NTSB investigation.
When you said "post merger", I assume you meant SP/DRGW. The UP/SP merger didn't actually occur until Fall of 1996 (I think it was September).
Those were the only three in my time.
Correct, I was referring to SP/D&RGW as you had previously commented about operating practices under SP.
mudchicken Railway Man February 21, 1996, a westward manifest train that was mishandled by the crew and ran away on the 3%, derailing between Mitchell and Deen. NTSB cited cause as mismanagement of the air by a student engineer and failure of the experienced engineer to take corrective action. Both were killed and the conductor seriously injured. You had to remind me of that one (and the acid car that went with it.....)
The 1980 runaway had an acid spill too.
RWM
THAT was the only one I worked on.(on the former DRGW)
I recall a snippet in Trains magazine about a year ago that had a photo of a special movement over this line. I believe it was a light movement preceded by a hi-railer.
I also noticed somthing curious a couple of months back. I camp at some propert above Granite, and the road to the property crosses the ROW, so I cross the grade crossing somewhat regularly. I make it a point to look for flange marks in the dirt that has collected between the timbers and rail, and noticed some back in late September. I suppose there could be somebody pulling off bandit runs with a motor car, but I have yet to see that out there. Is anybody aware of any movements out that way lately, and what the puropose would be?
I also spoke with the son of the owners of the LC&S that weekend, and he was saying that there have been grumblings of re-opening the molybdenum mine up there, and they would like to get their hands in that. He said about the only way that it would work out well for them would be for the TP line to re-open. I guess they want to get into the freight business (or at least he sounded excited about the prospect). I don't believe there is a connection between the TP line and the LC&S as of now (unless I completely overlooked something), so I would ASSume that would have to be completed for transfer.
Freeport-McRoRan has been talking about reopening Climax for some time, but the economy kind of got in the way. Prior to the shutdown back in 1983, the mine generated about 4-5 carloads a day. None of this is particularly high-revenue freight.
I believe the last mile or so of the Leadville Branch was formally abandoned and the LC&S is now isolated.
Railway Man Freeport-McRoRan has been talking about reopening Climax for some time, but the economy kind of got in the way. Prior to the shutdown back in 1983, the mine generated about 4-5 carloads a day. None of this is particularly high-revenue freight. I believe the last mile or so of the Leadville Branch was formally abandoned and the LC&S is now isolated. RWM
You're correct. The connecting line between LC&S and the Tennessee Pass line was taken up in 1998 or 1999, so LC&S is isolated from the general railroad system. The ROW was converted to traill under the National Trails System Act. As such, the ROW is technically available for rail restoration, but don't hold your breath.
Railway Man There were three modern-day runaways on Tennessee Pass, all on the west slope: Pando was a convenient place to haul wreckage, but none of the trains made it that far. The two last were post-merger. RWM
There were three modern-day runaways on Tennessee Pass, all on the west slope:
Pando was a convenient place to haul wreckage, but none of the trains made it that far.
The two last were post-merger.
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