This incident happened 4 years before I was born just south of my home town, Littleton, CO. My parents had clear memories of the incident. A family friend who I believed worked for the ATSF at the time was one of the first on the scene. He recalled to me later the horrible scene as they removed the remains from the cab.
I have a copy of the DRGW Superintendents Telegraphic Report of the incident that is dated November 11, 1952. The mechanical description as outlined in the ICC report are the same in the DRGW report. While the ICC report concludes that the explosion was probably caused by low water, they provide no other conclusions or possible contributing factors. They just stick with the facts regarding the mechanical condition of the locomotive and the general condition of the crew.
The DRGW report outlines other facts, including the presence of what they call a "trespasser" in the cab with the engineer, fireman and head brakeman. Though not outlined in in the DRGW report, an article in the Rocky Mountain News the following day identified this individual, David Clint as a member of the Rocky Mountain Railroad Club. The article states that Mr. Clint received permission to ride in the cab and photograph the trip.
Years later, during my early days at the Georgetown Loop RR, I fired for an old "Moffatt Man" (Denver & Salt Lake RY) who survived the merger with the DRGW. He said that he occasionally worked with the fireman who was on the ill fated DRGW 3703 that day, John E. Taylor. All indications were that Mr. Taylor was a good and experienced fireman who sometimes liked to talk and have extended conversations. The former D&SL man indicated that sometimes Mr. Taylor could be easily distracted during these conversations. In my mind, I always wondered if Mr. Clint may have been a distraction to the crew that day, but we will never know.
This is why that personally, I never liked having riders in the cab of the locomotive. I was not the worst engineer or fireman, but I also wasn't the best. I have to remain completely focused on what I am doing all the time. If I have to answer questions or keep a constant eye on a "rider" so as to make sure they stay safe, that distracts me from the focus I have to maintain to safely operate and/or fire the locomotive. I know that there are a lot of "Engineer for a Day" programs and that many railroads sell cab rides. That is all good if the railroad is prepared to assume that risk.
In addition to the DRGW Report, I also have several photographs in my collection of the aftermath of the 3703 explosion. I was always amazed at how the force of the explosion broke the massive hinge casting between the No. 1 and No. 2 engine, sending the No. 1 engine rolling down the track until it stopped 2, 380 ft. south of the point of the explosion. See the second photo.
Mike Ramsey
| Attachments: |
|
3703-4.jpg [ 155.57 KiB | Viewed 3215 times ] |
|
3703-5.jpg [ 172.5 KiB | Viewed 3215 times ] |
|
3703-6.jpg [ 153.12 KiB | Viewed 3215 times ] |