Ashland tidings. [volume] (Ashland, Or.) 1876-1919, 1917-09-20
Board Investigates
Railroad Wreck
CONTINUED from Page One.)

was heard and Immediately acted up
on by Engineer Taylor of second No.
I13, but he was unable to stop his
train before sideswiping the cars Of
extra east 2318, account being only
250 feet from fouling point, side
swiping cars which did not clear the
main line. The track at this point
is on 10 degree curve to the left in
the direction second No. 13 was NOV
ing, and on a descending grade of
3.S per cent, and with the presence
of the box cars of the extra east on
the siding the engineman's (of sec
ond No. 13) view was obstructed,
and he had no opportunity of noting
that cars were hanging over on main
line until reaching point approx
mately 200 feet from the fouling
point. 1t further develops the fact
that this district is not protected by
automatic block signals, east and
west switches being protected only
by caution signals located approx
mately 1000 feet from, the switches
which they protect. Investigation
further develops that all members of
crew concerned had had required rest
before starting out on train, and that
the air brakes on second No. 13 were
in perfect condition. no defects in
any equipment. Sideswiping occurred
with following results: Brakeman
B. B. Kellogg, who was in the act of
releasing hand brakes on the rear of
caboose, preparatory to pulling up
to saw by second No. 13, sustained
slight personal injury. Car &c 9065S,
gondola, side and sill broken, trucks
damaged, estimated damage $25;
SP 80573, box, all sills and sides of
car broken, total loss $3.50; STL&MS
20320, sills broken and body wreck
ed, estimated damage $125; MP
45169, box, siding and roof dam
aged, estimated damage SIS; engine
1926, pony truck damaged and pilot
broken, estimated damage $50; Pull
man tourist car 1923, side raked and
one window casing broken, estimated
damage SIS. Damage to track $40.
Total damage to equipment and track
$500. No injuries to any passen-
gers. 1t further develops that brake
man when returning from east after
hearing first No. 13 call in their flag,
and acting on same, failed to leave
two torpedoes as required by rule,
and returned before carrying out in
structions of conductor to flag Sec
ond No. 13. Investigation develops
that he had returned to a point ap-
proximately opposite the east switch
at Zuleka at the time second No. 13
came out of the cut, which is located
approximately 400 feet east Of the
east switch. and was standing on the
side of the bank with the flag hid
behind his back from view of the en-
ginemen Of second No. 13, at point
where he could not well be seen by
members of his crew, 1T being testi-
fled to that he was standing partly
down the bank and partially hidden
by small bushes. It further develops
the fact that all members of the crew
on extra 231S had knowledge that
brakeman had been sent out to flag,
and assumed that he had carried out
instructions, and did not realize that
instructions had not been complied
with until 1t was too late to prevent
accident.
20. 1t is the opinion Of the board
that responsibility rests primarily
with Brakeman e. B. Fair for failure
to comply with rules covering which,
| II complied with, would have pre-