The National Museum of American History Archives has 24 boxes of steam locomotive inspection reports, 1931-1964, collected by D.W. "Doc" Yungmeyer, an ICC locomotive inspector, which may be of interest to railway preservationists:

NMAH.AC.0241

https://sova.si.edu/record/nmah.ac.0241?s=0&n=10&t=K&q=*&i=0

K.R. Bell

Interesting photos linked on that page; I’d guess taken from one of the ICC reports. They show the aftermath of a boiler explosion on D&RGW Challenger #3703. Does anyone know the details?

A quick search provided the story: https://www.drgw.net/info/ICC3489

RE: 3703-- probably low water. Incredible that none of the engine's wheels are off the rails. And one rather gruesome image of the cab...

Howard P.

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

I wonder if the DRGW had to pay compensation to the railfan's family.

I highly doubt it. The trespasser reference in the DRG&W report bears that out.

The thing that is bothering me about that is the claim that he had cab permission. The 'trespasser' reference sounds awfully like an attempt by the legal department to establish he was there without permission, by implication by the crew 'bending the rules', so as to avoid the eventuality of any kind of responsibility.

Were there signed waivers for cab permission in that era? Do we know the text of what D&RGW would have used?

The book Denver and Rio Grande Western Superpower Railroad of the Rockies by Robert LeMassena has a whole chapter about the boiler explosion. The most shocking thing they discovered at the Burnam shops was the steam valve to the feedwater pump was only partially opened. And the injectors valves were closed. LeMassena writes that after clearing South Denver Junction the feedwater pump steam supply should have been opened all the way for the climb to Sedalia, on mostly 1% grade. Evidently, they had gone for about 30 minutes when the conductor noted the time that the train went into emergency.

Other things he noted was that the water level had been 9 inches below the crownsheet. And the blister/bulge in the crownsheet was only 3/32 of an inch thick after being stretched. He doesn't say anything about a rider in the cab.

It reminds of a cargo plane that crashed short of the runway, years ago, after coming in at below the appropriate glide path. Come to find out, they had a deadheading pilot riding in the cabin. In the movie Sully, Sully Sullenberger made sure that the actors knew the rules about no casual talking when taking off and for a certain amount of time after that.

Tom Hamilton