Oops - - try this instead: http://dotlibrary.specialcollection.net/ , and then scroll down to / click on I.C.C. Historical Railroad Investigation Reports (1911-1966) . Sue Perry ----- Original Message ----- From: <Jtrippneu@aol.com> To: <PABRADFO-L@rootsweb.com> Sent: Tuesday, June 22, 2004 9:08 PM Subject: 1912 Train Accidents > Reported train accidents for the beginning of 1912 are as follows. > Unfortunately, even when fatalities are mentioned, the names are not given, but if you > know which area the accident occurred in, you may be able to get a copy of the > report from the Department of Transportation: > > PITTSBURGH & LAKE ERIE RAILROAD > > LOUISVILLE & NASHVILLE RAILROAD > > <A HREF="http://www1.librarydigital.com/scripts/'/scripts/ws.dll?browseILLINOIS CENTRAL RAILROAD > > CENTRAL OF GEORGIA RAILWAY > > NORFOLK & WESTERN RAILWAY > > This is a synopsis of the one accident that actually comes closest to your > ancestor's death date and it occurred in PA, but it is about 10 days after the > date you indicated in your e-mail: > > > INVESTIGATIONS OF RAILROAD ACCIDENTS 1911 - 1966 > > > File Number 45 Railroad PENNSYLVANIA RAILROAD Date > 02/15/1912 Location WARRIOR RIDGE, PA. Accident Type D. > > > > > March 13, 1912. MEMORANDUM TO COMMISSIONER McCHORDrelative to accident on the > Pennsylvania Railroad, February 15, 1912. > > Draft submitted by the Chief Inspector of Safety Appliances as a basis for > the report of the Commission > > On February 16, 1912, the Pennsylvania Railroad reported by telegraph an > accident occurring at warrior Ridge, Pa., on February 15. Inspectors Archer, Duffy > and Howard were instructed to make an investigation, and a synopsis of their > report is given below. Eastbound passenger train No. 2, known as the > "Pennsylvania Limited", a route from Chicago to New York and consisting of one portal > car, one combination car, three sleeping cars, two dining cars, three sleeping > cars and an observation car, all of which were of steel construction and > hauled by engines Nos. 2982 and 3350, left Altoona, Pa., at 11:12 A.M., and was > derailed at 11:52 A. M. at WG block station, near Warrior Ridge, 30 miles east of > Altoona, Pa. This derailment caused the death of two passengers and one > Pullman car employee, and injuries to 62 passengers, 9 Pullman employees (three of > whom afterward died) and two trainman. With the exception of the two engines > and the postal car, the entire train left the rails and plunged down an > embankment about 35 feet high, several of the cars turning over one or more times in > their descent. The speed of the train at the time of the derailment was about > sixty miles per hour. > > At the point of the accident the Pennsylvania Railroad is a four-track road, > on a fill varying from 30 to 35 feet in depth, with a descending grade to the > east of about one half of one per cent. The accident occurred at the end of > about one half mile of straight track, at the beginning of a one degree curve. > The track proceeding the point of the accident clearly showed that some part of > the running gear of the train had broken down. Ties at different points along > the road were found to be badly scored, the rock ballast was disturbed, the > pinking at a road crossing was split up, etc. After carefully examining the > running gear of the train it was found that the bottom arch bar on the right-hand > side of the forward truck of the tender of the second engine was broken > behind the rear column bolt, the fracture being located underneath the column > casting at the head. The column bolt itself was broken off at the lower arch bar > and the two journal box bolts were broken off below the journal box. These bolts > were undoubtedly broken by obstructions after the failure of the arch bar. It > seems apparent that the breaking of the arch bar forced that tie bar down to > such an extent that when the train reached a switch located nearly opposite WG > tower the tie bar wedged in between the switch point and the stock rail. This > caused the switch point to break, while at the some time the stock rail was > pushed out of place, this causing the derailment of the train. Further > investigation showed that there was an old flaw at the rear band in the arch bar, and > it is supposed that the arch bar broke originally at this point. On account of > the flaw being located underneath the column casting, concealed by the column > bolt nut, diligent inspection would have failed to discover it. Samples from > the broken arch bar in the immediate vicinity of the break were taken to the > Laboratories of the Pennsylvania Railroad at Altoona, Pa., and after various > physical tests had been made it was found that the metal of the arch bar > conformed to the specifications required by then for arch bar material. Chemical > analysis also showed that the material was of the character which would be > expected under the specifications. To the all steel equipment of the train can > undoubtedly be attributed the comparatively small loss of life. > > Respectively submitted, > Chief Inspector of Safety Appliances > > Judy Neu > Springwater, NY > > > > > > > > > >