Big Hill is only twelve miles long and has a grade averaging 140 feet to the mile, and the principal part of the grade is in spots. Six loaded cars made a train up this hill, and the train of six cars was hauled and pushed up the grade by two engines. My engine was stationed permanently on the hill, and its duty was to couple to the back end of one of these trains and help it up the grade.
At the top of the hill was a side-track called Acton, but no telegraph operator was stationed there. At the foot of the grade was Buckley, a telegraph office in the centre of a big side-track system used for breaking up trains before sending them up the grade in sections. Eight miles below Buckley was an abandoned mining town named Campton. Here was a set of side-tracks and switches and a dozen unoccupied miners' shanties, while the disused telegraph office was occupied by a one-legged pensioner of the company—a flagman—and his nineteen-year-old daughter. Twelve miles further down the line was Mountain Springs, now one of the foremost summer resorts in the mountains, and even twenty years ago much frequented by Eastern health-seekers. I explain this so that you will readily understand what happened.
We had run No. 17 up the hill and were ordered on to the side-track at Acton to get out of the way of No. 11, the through train from the South that was coming North as a double-header, and with a third big engine pushing her. No. 11 was a regular, but was making this trip as an excursion train, and was made up of eight coaches, crowded with people from Mountain Springs.
As the freight we were shoving came to a stand-still, my fireman leaped to the ground and uncoupled the engine from the last car, and I backed down over the switch and then ran ahead on the side-track. While this was being done, a brakeman had cut the train in front of the last two cars, and the regular engine in front had started ahead with the other cars towards the north switch to back the four cars in on the spur.
As I shut off steam and centred the reverse lever I saw that the two cars were moving slowly down the hill, and I watched them only long enough to see the rear brakeman clamber up the side-ladder and seize the brake-wheel. Then I tried the water in the boiler, started the injector, and again glanced at the cars. Evidently the brake on the first car was out of order, as the cars were moving more rapidly, and the brakeman was hastening towards the brake on the second car. He grasped it and swung around, and nearly fell to the ground. The brake-chain was broken, and there was nothing to hold the cars.
In an instant the picture of an awful horror flashed before my eyes. No. 11, crowded with passengers, was coming, and those cars, running at terrific speed, would crash into the train, carrying death and destruction to scores, if not hundreds. The scene at the moment the realisation of the impending disaster came over me is before me now as plainly as on that day, nearly five years ago,—the moving cars, the brakeman stumbling towards the side-ladder to descend, the fireman, who was more than a little deaf, walking away without seeing or hearing what had occurred, and, in his place, a man (I had almost said a gentleman) standing by the switch-staff and gazing towards the cars with eyes that reflected the horror in my own; while thirty miles below, on the line of the twisted, winding track, a faint blur of smoke that told me No. 11 had left Mountain Springs.
Before the moving cars crossed the switch we all knew what must be done. The man, who for all his good clothes, must have been some fireman off duty, had thrown the switch, and then, seeing that my own man was too far off to meet this emergency, had swung himself on to the foot-board back of the tank; and old 105 was in pursuit of the runaways.