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Fusee/Fuzee

A fusee (fuzee) is a large headed match capable of staying lit for long periods of time. It is used as a type of flare and as a signal to protect a train parked on the tracks from oncoming traffic.

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Option Three: Derailment in Oxford, Iowa 74 plain 2021-01-05T07:33:35-08:00
5:00   p.m.       Train 81 Arrives Davenport

Paperwork with train identification, engine numbers, cargo, etc. are put into a torpedo cone and tossed underhanded out the train window to the depot door. The agent at Davenport picks up the paperwork, records it, and teletypes the information to Des Moines to let them know what is coming.

Pass Walcott, Stockton, Durant, Wilton, Atalissa
7:00 p.m.   Arrive Iowa City
Pick up orders.

Pass Vernon and Tiffin

Train has traveled approximately 68 miles

As Train 81 approaches Oxford, the town is off to the right, with a vacant lot between the town and the siding.  "Train 81 comes into Oxford, Iowa one night around 50 miles an hour. The operator at the office said, 'I've got orders for both ends of the train and you'd better take 'em.' As the train comes out of a curve and straightens out on the flat track, the engineer slows the train down to about 30 miles an hour, and the station agent is standing there holding up the orders. Approximately 425 feet before the train gets to the depot, it comes off the rail and goes into emergency. When the station agent heard it, [the air go] she took off running.  [listen to audio clip here 1:20:47]

When a train goes into emergency the brakes are automatically activated. An extremely loud whooshing sound is heard when the air hoses, which are located between each car, come apart. Once the hoses separate, the train automatically goes into emergency.

The engineer is on the right front side facing west. The fireman is on the left side, with the brakeman in the middle seat. The conductor is on the caboose. In this particular derailment, the first four cars, as well as the caboose, are not affected so the crew is safe. On the fourth car back from the front of the train, the knuckles come apart detaching the first four cars from the rest of the train. The rear end crew remains in place hanging on until the train comes to a complete stop. The train, which is traveling at 40 to 45 mph, will travel approximately a mile before it comes to a complete stop.

As the knuckle breaks and the four cars in front separate and continue to roll away from the depot, the rest of the cars start piling up on top of the depot, obliterating it. This wooden structure does not stand a chance against this massive leviathan as 60 foot cars begin to pile on top of it, car after car after car. The noise is deafening, sounding like sonic booms with each car weighing as much as 100 tons crashing into, and on top of, each other. These thunderous booms are accompanied by the sound of earsplitting screeches of metal fiercely scraping against metal with sparks, and possibly fire, spewing in all directions from the friction. The cars continue to pile up - boom, boom, boom - completely destroying the depot and the siding. In a matter of seconds, the entire train of 60+ cars, with the exception of the first four cars and a few rear cars attached to the caboose, are completely destroyed. The cars looked like someone had taken a can opener and just peeled the side off the car.  The entire area looks like a war zone.

Once everything stops, and it is safe to get off the train, the brakemen start walking. The silence is deafening. Train cars are folded onto each other like an accordion. Debris is everywhere. There are no radio signals at this time. There is no way to contact anyone except by phone. The engineer maneuvers his way past the debris to the phone box at the other end of the siding, which is nearly a mile away, to call the dispatcher. This would normally be done by the station agent, who would have reported the arrival and passing of Train 81, but the depot is destroyed, and the station agent is nowhere to be found.

When the engineer reaches the phone box at the end of the siding you'd unlock the box, take a stick and gently lift the box lid up. If there was a big bee’s nest, which there was a lot of them in there, you’d take a fuzee, [put the fuzee in the box] and you’d just lay the box lid down, you had a little metal plate in every one of those things. The sulphur coming out of the fuzee would kill the bees. Then you’d open the lid, and the bees that were still alive, you’d take your gloved hand and throw the nest away. You knock the fuzee out on the ground and then call the dispatcher. [listen to audio clip here 1:05:05]

The engineer tells the dispatcher, 'We are in a ditch in Oxford all over the depot and the main line is shut down. The chief dispatcher then calls the division superintendent and manager, who alerts all the VIP's, and all will immediately report to the derailment. Wreck crews are needed from both sides, Des Moines and Silvis. The alert goes out to all stations to HOLD ALL TRAINS!

When it got stopped, we couldn’t find the station agent. The whole thing was piled up on the depot. I mean the thing [depot] was destroyed. So, there was nobody to get hold of the dispatchers or anything like that, so we walked. The only thing that was open was a bar, about two blocks up on the left hand side. So we got in there, and here’s the station agent, and she’s got a shot of whiskey, both hands on a shot of whiskey, and she can’t get either one to her mouth. So, the conductor takes the drink from the station agent's hand, and she was so shook, she said, ‘There’s nothin’ left!’ The depot was completely destroyed, but nobody got hurt. [listen to audio clip here 1:21:08]

The crew had to wait for pickup after briefing. Then they were taken to Des Moines to fill out derailment reports. Each member of the crew would be interviewed individually, with each one giving their description of what happened.

There are many possible causes of derailment: damaged track, damaged wheel, car collisions, signal errors, movement at a critical rate of speed. It was determined that this particular derailment was caused by a flange on the third car back of the engine which had worn thin and caused the wheel to climb over the rail.

The wrecking crew, approximately 40 workers, will not arrive until the next morning. Wrecking crews consist of a foreman and workers from individual stations who take care of the tracks. Each station is notified to send track crews to the site of the wreck.

The next morning around 8 or 9:00 a.m., the wrecking crew brought a train with ten plus cars, got off, and when they got down to the wreck, the first thing - they were looking for the foreman, who wears the only white hat. [The foreman is the only person authorized to give directives. He assesses the situation and tells each person what to do.] He [the foreman] said 'Swing that crane over here and we’ll dig that up.' We dig up the siding, pulled the tracks out, and dug a hole.

We must have had a hole 30 feet deep and 40 or 50 feet long [using a] big CAT [caterpillar]. We went out and put two 50-foot cars down in there and buried it back over. I said, What did we just bury? and he said, ‘Two car loads of Heinz ketchup and all the bottles are broken.' And he said, 'I don’t wanna live with those flies!’ and to this day that ketchup is still there.  [listen to audio clip here 1:22:07]

Clean up could take as much as five or six days, with hours and hours of grueling, painstakingly slow and backbreaking work. Cats, or Sideboom Caterpillars, with massive hooks lifted debris onto the flatcars for transport. Wreck crews physically cleaned up smaller debris by hand. All spillage from the cars, as well as damaged cars and tracks, had to be cleared.

The crews change every 16 hours, sleeping in bunk cars – three bunks on both sides. A cook provided meals in the dining car.

After burying the cars, we created a shoofly so other trains could pass. Then, the cars would be picked up with a hook and placed on the other side of the siding to clear a path for trains to run through the shoofly.

The flatcars brought by the wreck crew would be loaded with debris. These would be taken 80 miles to the wrecking yard at Kelly Yard Terminal in Silvis at a speed of 25 mph.

More information on derailments may be found in the Archives of Appalachia's extensive railroad collections that include thousands of photographs dating back to the 1800s; over 300 ledgers; and over 700 boxes of research materials containing correspondence, daybooks, journals, timetables, day-to-day operational documents, financial statements, reports, engineering drawings, blueprints, maps, posters, motion pictures, songs and more.

Specific items of note include:
- film clips 349 and 352, dealing with the 1975 L&N train wreck from the Virgil Q. Wacks Collection
- Box 122 Folder 19 of the Carolina, Clinchfield and Ohio Railway Collection.
Option Two: Slippage/Knuckle Break
5:00 p.m.
Train 83
Entering Davenport, Iowa
Paperwork is put into a torpedo shaped cone and will be thrown out to the agent at Davenport, Iowa
Between the Missouri Division Junction and Walcott is a six mile incline, 2% grade.
The train wheels begin slipping.

There are times, when a train approaches a steep grade, that the wheels start to slip. This slippage, or lack of traction between the wheel and the rail, creates a piercing, screeching sound reminiscent of fingernails on a chalkboard exponentially multiplied. The wheels of this massive, multi-ton train keep turning, struggling to gain traction, steel scraping against steel, the friction sometimes sending sparks flying.

When train wheels are slipping, sand has to be applied in front of the wheel as far as it needs to go. This could go on for miles. The brakemen will walk on each side of the train. Buckets (coffee cans) are used to scoop up sand and rocks to put on the track for traction. In extreme circumstances, the train would have to be divided into two parts, with the head [front of the train] parked in the first available siding, which could be many miles away, and then the rear is brought up the hill and recoupled to the head.

You'd get on a hill. Every inch of it had sand and gravel on it. You'd get out and use coffee cans to get the sand and gravel, and you'd lay it on the rails and you'd walk the hills so you wouldn't have to double the hill. Double on the hill means I cut off the first half of the train, take it wherever I could that had a siding, put that in the siding, come back get the rear half of the train, pull up on the main line, put the train back together and away you go again. [The first available siding could be miles away.]

You pull it [the rear] and shove the head into a siding. In other words, you pull them into a passing track, which we call a siding, and then you cut them off and tie them down. Then you'd go get the rear, and by that time the rear brakes are locked up. The conductor got permission to have somebody flag behind him [because] they didn't have the rear brakeman behind you to protect you. He'd have the dispatcher do it. You would pull up, stop. We'd try to make cut. The brakeman would put it together. Ease the train down. He'd get on the caboose and away you'd go again. Two and half to three-hour job.  [listen to audio clip here 8:58]

After two hours of grueling work applying sand and rocks to the track for traction, possibly uncoupling and recoupling the head and rear cars, the train finally moves on toward West Liberty

Pass Durant, Wilson, Atalissa, West Liberty
7:00 p.m.
As the train passes through West Liberty - the conductor drops a ticket and picks up orders. He teletypes information to Des Moines to let them know what is coming. Orders are picked up, from a string attached to a y-shaped piece of wood, with the train never slowing down from 50 mph.
As the train passes, the conductor reaches out and grabs the orders.

Train 83 must wait on Train 94 out of Cedar Rapids to pass.

Wait for Signal – red, yellow or green light - The engineer has to watch for signals.

Separate orders – brakeman and fireman separate and organize the orders for train cars according to upcoming stations.
8:00 p.m.
Arrive Iowa City

Train 83 meets 1st and 2nd Train 60 and waits two hours. Trains have priorities on the track.

Train 83 has to go into a siding and allow Train 60 to proceed.

Train 83 travels down the main line and stops at the west end of the siding, to meet one or two trains.

Red order board - pick up orders

Dispatcher will give a clear signal (follow the ABS – Automatic Blocking Signals)

10:00 p.m.   Leave Iowa City
Train 83 goes into the siding and let's passenger train #7 go by.

Wait for a signal    (ABS territory)

Head brakeman – lining the switch

(Rule 104A) Employees handling switches must know that the switches are properly lined for the movement to be made and that the switch points fit. Switches must be left in proper position after having been used.

Rear Brakeman – lines the switch back to the main line
Train 83 pulls out – takes 45 minutes to get up to speed

Meet Train 84 at Brooklyn – 84 goes into the siding – once it passes, Train 83 goes to Grinnell (45 minutes)

As Train 83 approaches Vernon, it goes into emergency! The brake is automatically activated.

The head brakeman gets off the train and walks the train to determine the problem. “Walk the train” means walking along each side of the train looking for problems. About forty-two cars down he sees that the rear of the train is separated from the front by approximately three quarters of a mile. He spots the broken knuckle. He looks to see what type of knuckle it is, Type E or Type F which is imprinted on the top of the knuckle, then continues on to the separated section. Because there were no radios in the 60s, once the brakeman determines what type of knuckle he needs, he would have to walk all the way back to the front of the train to get new knuckles and a fuzee (11). About an hour has passed, as the brakeman has walked a mile or more back and forth.

Why you’re in emergency is the reason you’re walking the tracks. What’s got you in emergency, the air hose, the penny line, knuckles out; something put you in emergency. Once that train comes to a halt, you had to walk.

Back in the day before we started doing all this new stuff, the track was like this – you’re walking way down ballast, you could walk along the wheel about that low [indicates the wheel is very low to the ground]. Now it’s at an angle, and you’re walking way out here trying to hang on to something and looking underneath the train. It's a whole lot harder to walk a train today than it used to be. Everybody has to walk the train, brakeman gotta walk the train, because if the engineer and the fireman came back, and you have to take one down [knuckle], they can help you get it out.[listen to audio clip here 1:06:40]

One time I got a real bad ankle twist. When they got rid of the locks or the batteries for all the signals, and they ran the signals through the tracks, they left these battery boxes with pieces of wood or dirt over ‘em [alongside the tracks]. You’d be walking the train, and the wood would be rotten, and you’d step down there, and I twisted my right ankle big time a couple times. I don’t know how many times I worked on a division, and about the third or fourth guy in the division got hurt. The superintendent had a gang go through, and they got rid of all those boxes. [listen to audio clip here 1:08:55]

We had two knuckles and it depended, you'd get back there and if a knuckle broke, you'd have to look at the top of the knuckle and you'd know what size to get. And so you'd get that size knuckle and put it in. The knuckles were hung on racks underneath the caboose, or on the back of the engine. There were two knuckles on each end of the engine, so there were four knuckles, because we had two types of knuckles [Type E and Type F]. [listen to audio clip here 29:48]

The brakeman would close the angle cock on each side and release the brake. The first knuckle repaired would be the car attached to the engine.

Well now, you pick 'em up with two hands, [a knuckle could weigh between 60 and 80 pounds] but you had to hold 'em in one hand 'cause you had to lift it up and put the knuckle in. The way the pin lifted, you had to pull the pin up and hold the pin up so you could slide the knuckle and drop it back down. Some of the railroad crew carried a type of tactical web military type belt for the purpose of holding the pin while they changed the knuckle.   [listen to audio clip here 5:58]

Once the knuckle pin is removed, the uncoupling lever is lifted. The old knuckle was then removed and the new knuckle put in while holding the uncoupling lever up. The brakeman has to be very careful where he places his feet in case the knuckle is dropped. The knuckle pin is then replaced. The knuckle is checked for proper movement. Once the repair is made on the car attached to the engine, the brakeman grabs hold and hangs on to the side of the car. The engineer begins backing the train up to the other car with the second broken knuckle. The brakeman goes through the same process again and changes that knuckle. Once the repair is finished, the conductor fills out paperwork for the clerk. Every incident has to be documented.

The old box cars in covered hoppers, instead of having an underside pin, you'd have to lift up on it to get it to pull. You push it up, and that would lift the pin up and the knuckle would come open. Well, those things would bounce open so we all carried plugs. And a plug is something they put in the [railroad] tie when they're getting ready to drill it together, put another spike in. They take these wooden plugs and drive 'em in the hole where the old spike was. And everybody had a bunch of 'em on an engine. Car kept hopping up, you would just take that plug and drive it in there, force that pin down, it couldn't lift up anymore. But again, you had to tell the car department so they could go get it out, 'cause you couldn't pull that pin with that plug in there. These are just tricks you learn. [listen to audio clip here 4:53]

The knuckle itself wasn’t dangerous, what was dangerous was, you’d be switching cars, and like when I worked out of Silvis, the south end of the yard had a slight slant to it. You’d pull out a pin and they [the cars] would roll into the tracks. [You had to use extreme caution when stepping between cars.] The lightest thing on the railroad that we ever have is the caboose and it weighs, let’s see, 34 to 38,000 pounds, and that is the smallest thing we’ve got on the railroad. All the box cars, tank cars, flat cars, they all weigh more than that, so you got killed, you didn’t get hurt. You’ve got to have good common sense or you’re gonna get killed on the railroad.  [listen to audio clip here 1:10:02]

2:00 a.m.

Due to all of the problems, Train 83 will not make it to Des Moines as the crew must stop work at 2:59 a.m. The train will continue on to Marengo, pull into a siding and tie up [train is holding on line for a relief crew]. The crew will have eight hours off.

Every conductor had his own caboose, so when you got into Des Moines [or destination] you'd take the bills and hand 'em to the clerk that was there, and he'd hold on to them and put them on the other [outbound] caboose. They reach your caboose up and set it over [park it for the night] and set the outbound caboose. The brakeman'll be fixing his marker lights. They'd take your caboose and kick it down into the yard where the other switch crew would get it and put it on the caboose track. Then you'd go up and get your radio batteries and recharge 'em. The crews had their own cabooses: the conductor, the head brakeman, and the rear brakeman on an assigned train and the regular crew. [listen to audio clip here 22:17]
The cabooses were set up very simply. If you lucked out, your desk was at the back of the caboose on the left hand side, your bunk was across from it on the right hand side as the conductor. At the end was a door, and in there was a toilet. There was no sink on the caboose. In front of the toilet was a double bunk for the two brakemen. Across from there was the stove. It was an oil stove. To get it to be hotter, it had a round hole, and you had a lifter to lift the lid up. What you'd do is, you'd put the lid back in and we'd have paper cups where you could draw water.  You had water vents, and you had a paper cup. You'd draw that out, but before you did it, you'd take a knife or a pair of scissors, everybody kept a pair of surgical scissors on a caboose, and you'd cut a real tiny hole in that and you'd just pour water through it and it'd go through this hole in there and water would go into oil fire 'cause everybody would get kinda cold. It would heat up, and it would keep that caboose nice and warm. [listen to audio clip here 28:20]
Now if you were an extra person you had to go to a hotel or a flophouse, which was fifty cents a night.  Beforehand though, you went down into the basement of the yard office, and you’d take all the stuff out of your pockets, take your boots and your socks off, and step in the shower with your clothes on and wash all that dirt and dust off your clothes. Your clothes would be as black as coal because of the dust coming back across the train and all that stuff coming back. You’d wash all that off, you’d wring ‘em out. You’d take the canvas bag that we all owned, they were military surplus bags that were lined, and you’d put your wet clothes in ‘em and get a clean set of clothes. So, if you were out for a week you had a set of clothes.  [listen to audio clip here 1:02:38]