I worked temporary assignments as an engineer on M&B through Railtemps of Overland, KS. I was working the night switch job at Naheola Yard a few days before this accident happened.
Naheola is the site of a Georgia-Pacific paper mill. GP at one time owned the M&B, and Naheola Yard was their operational hub. When M&B bought the operation, they leased track from CSX between Selma and Montgomery, and operated run-through trains from the CSX at Montgomery to the KCS at Meridian, MS.
Myrtlewood was directly across the Tombigbee River from Naheola. A few passing tracks in Myrtlewood Swamp enabled CSX and KCS power to be swapped there, so both railroad's power arrived back at their own terminals. Both railroads sent trains over the M&B. In addition, M&B has its own local traffic, most of it based on the paper mill. The actual M&B headquarters, shops, and operational hub was at Meridian.
While working the night job at Naheola, I heard an emergency call from a westbound through train from Myrtlewood Swamp. The tracks on a long trestle in the swamp had come loose on the trestle deck, and the locos were in danger of falling in the water!
I drove to the swamp and walked out on the bridge, carrying a bright battery lantern. It wasn't easy. There was a good opportunity to fall 15 feet off the bridge into the black water. Worse, the swamp was home to a thriving population of alligators, the biggest of which lived in a hole directly beneath the bridge. This big black dinosaur was the subject of much discussion, its size increasing with the number of stories told. I would judge its size to be about 12 feet. In addition, the swamp was home to water moccasins. I have also seen a mountain lion cross the track in front of my train in that area, although "officially" none are supposed to live in the area. The locals call them "painters" (panthers) and say they hear them screaming like a woman in the swam at night, although I never heard them.
Anyway, I carefully walked onto the trestle and guided the engineer off the bridge. He was shaken but OK. I reported the incident, but knew nothing could be done until daylight.
The next day, our track crew did some lining on the bridge and that night I very gingerly eased the train off the bridge and into Naheola Yard. Fortunately, the train had not derailed. A regular crew then forwarded it to Meridian.
The railroad closed the bridge and hired an engineering firm to repair the bridge. It took a week, and several through trains were stacked up in Naheola and Myrtlewood waiting to cross. The highest priority train was the "Space Shuttle Train". This train was carrying loaded booster rockets, the spacer car mentioned in a previous post, and a Budd stainless steel business car. I had run this train on its movement through on its previous trip.
One of the regular M&B engineers and the General Manager had gone to the bridge early in the morning to make a light engine test run over the bridge. The GM stood below the bridge while the light engine passed over it without incident. He declared the bridge fit for traffic, and the Space Shuttle Train was to be the first one across.
The engineer who made the test run got on the Shuttle train and eased onto the bridge. I was back in Meridian, getting my sleep at the Comfort Inn.
Anyway, when he got out on the bridge, it collapsed under the train. The GM, who was still watching beneath the bridge, narrowly avoided being crushed.
The locos, the business car, the spacer car, and several booster engines fell 15 feet into the swamp. I don't know if the big gator was killed or not.
The engineer suffered head injuries. There were injuries inside the business car ( the car carried NASA engineers, security guards, and its elderly woman owner. A refrigerator landed on her, severely injuring her). Fortunately, the car was air-conditioned and had sealed windows, so no one drowned.
I reported for work at the office in Meridian early that morning, and immediately knew that something terrible had happened. I was told what had taken place, and was a little shaken to realize I had driven the last train to make it over the bridge.
I was told to return to the hotel and wait for further instructions.
Later that day, was called back to the office and told by the GM that the railroad was being shut down until the trestle could be replaced, and no one knew how long that would take. I was released and went back home to Nebraska.
The M&B was a wonderful little railroad to work for. As far as I am concerned, there was not a single "bad apple" working there, and the employees and management truly cared about each other. A good attitude permeated the operation.
Les
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