The only thing I can add to Chris' post is that the easiest way to find the wreck sites is to locate the shoofly grades they built down to the engines to get them out the following spring.
I made the mistake of looking along the mainline, where 70 years of subsequent road grading has obliterated the beginnings of the shoofly grades. But my daughter was walking parallel to the grade about 10 or 20 yards downhill and spotted them easily.
I didn't think to take any pictures, though.
Cameron, I'll get some in the mail to you on Monday. I've been enjoying some of your scenery books....
... forgot to mention: the other rookie mistake I made was in expecting to see evidence of cross ties on the shoofly grade. But of course the track was taken back up immediately after use, so the ties would have all still been brand new, and would have been taken up with the rails.
Thanks, Chris! I found some photos and brief captions in the Pictorial Supplement to DSP&P, pp. 142 and 147. It says that the temporary spur, the shoofly as Jeff calls it, was 1068 ft long to reach # 73, by which it was retrieved the following summer, 8 months after the wreck.
Jeff, that appears to have been real detective work, certainly not obvious in these photos where to look- at least until you draw in the yellow lines! That shoofly to # 73 was said to be over 1000 ft long, quite a serious construction! Does the contrab…, er, coal, come from # 73, or #75?
The grades are a bit more obvious in the flesh, but they did take a bit of searching.
About 1/2 the coal is from #73, and 1/2 from the area around #75. But there's some amount of scatter that has washed down from all along the mainline, so stuff from around #75 may or may not have actually been from #75's tender. (#73's resting place was much farther from the mainline, so that coal is much more likely from #73's tender.)