Ironton OH and 611 crossing grade accident pics

[NW Mailing List]

Jimmy
I saw this but it was not signed.
Between this response & your response all my questions were answered. 
 This is a great group for detailed information. So much knowledge & willingness to share amongst members of this group. I am greatly appreciative. 
Thanks
Herb Edwards 

Sent from my iPhone

> On Aug 4, 2024, at 4:42 PM, NW Mailing List <nw-mailing-list at nwhs.org> wrote:
> 
> 
>> 
>> On 8/3/2024 6:35 PM, NW Mailing List via NW-Mailing-List wrote:
>> 
>> Jimmy
>> Thanks for your response. 
>> I was wondering how fast this incident was handled. Was not sure about timing & issues with the crews involved.  Where can I find the story?
>> Thank you
>> Herb Edwards
> Herb,
>     As Tim wrote, the story is in the book "Norfolk and Western Six-Eleven 3 Times A Lady". I think more detailed additional information was in a previous unsigned post (possibly from Tim), which reads as follows:
> 
> "Just a swap of engines, then the regular crew forwarded it on to Williamson.  Only about an hour delay; besides crews could work 16 hours under the federal law back then.  PTA engine crew was engineer Pat Duncan and Firemen John Moreford. Kenova/Ironton seniority yard crew was Engineer Doug Booth and Brakeman Walker Johnson (the latter quite the character, I have six hours of tapes on him).  The whole swap was within the interlocking limits of KX Tower, based at the east end of the upper level platform of Kenova Union Station and only about two/three miles from the point of accident.  First westward crossover was at North Kenova, over in Ohio; KX CTC machine controlled from Union, Ohio, west of Ironton, to Prichard, WV (where the big coaling station was). Just a routine move really, as there were four Ironton shifters a day out of Kenova back then and five Kenova Yard crews (two each on day and afternoon, one on midnight) around the clock.  
> 
> The Kenova yardmaster (N&W's were officials, not contract employees like those on the C&O) responded quickly, orchestrating the whole move.  There was always an assistant trainmaster stationed at Kenova, but he must have been elsewhere that day.
> 
> Don't have any specific info about the second engine swap at Williamson, but a K2a was usually kept there, even more when they had the coalfield locals. The Portsmouth-based Scioto Division engine crew would have come off there anyway (the passenger trainmen, inbound from Cincinnati), and a Pocahontas Division engine crew would have taken the train on to Bluefield and the relieving conductor and two brakemen on to Roanoke."
> 
> 
> Jimmy Lisle
> 
> 
>> 
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