66 RAILROAD ACCIDENTS.
CHAPTER VII.
TELEGRAPHIC COLLISIONS.
AND yet, even with the wires in active use, collisions will
occasionally take place. They have sometimes, indeed, even been
caused by the telegraph, so that railroad officials at two adjacent
stations on the same road, having launched trains at each other
beyond recall, have busied themselves while waiting for tidings
of the inevitable collision in summoning medical assistance for
those sure soon to be injured. In such cases, however, the mishap
can almost invariably be traced to some defect in the system under
which the telegraph is used ;-such as a neglect to exact return
messages to insure accuracy, or the delegating to inexperienced
subordinates the work which can be properly performed only by
a principal. This was singularly illustrated in a terrible collision
which took place at Thorpe, between Norwich and Great Yarmouth,
on the Great Eastern Railway in England, on the 10th of September,
THE COLLISION AT THORPE 67
1874. The line had in this place but a single track, and the
mail train to Norwich, under the rule, had to wait at a station
called Brundell until the arrival there of the evening express
from Yarmouth, or until it received permission by the telegraph
to proceed. On the evening of the disaster the express train was
somewhat behind its time, and the inspector wrote a dispatch directing
the mail to come forward without waiting for it. This dispatch
he left in the telegraph office unsigned, while he went to attend
to other matters. just then the express train came along, and
he at once allowed it to proceed. Hardly was it under way when
the unsigned dispatch occurred to him, and the unfortunate man
dashed to the telegraph office only to learn that the operator
had forwarded it. Under the rules of the company no return message
was required. A second dispatch was instantly sent to Brundell
to stop the mail; the reply came back that the mail was gone.
A collision was inevitable.
The two trains were of very equal weight, the one consisting
of fourteen and the other of thirteen carriages. They were both
drawn by powerful locomotives, the drivers of which had reason
for putting on an increased speed, believing, as each had cause
to believe, that the other was waiting for him. The night was
intensely dark and it was raining heavily, so that, even if the
brakes were applied, the wheels would slide along the slippery
track. Under these circumstances the two trains rushed upon each
68 RAILROAD ACCIDENTS.
other around a slight curve which sufficed to conceal their
head-lights. The combined momentum must have amounted to little
less than sixty miles an hour, and the shock was heard through
all the neighboring village. The smoke-stack of the locomotive
drawing the mail train was swept away as the other locomotive
seemed to rush on top of it, while the carriages of both trains
followed until a mound of locomotives and shattered cars was formed
which the descending torrents alone hindered from becoming a funeral
pyre. So sudden was the collision that the driver of one of the
engines did not apparently have an opportunity to shut off the
steam, and his locomotive, though forced from the track and disabled,
yet remained some time in operation in the midst of the wreck.
In both trains, very fortunately, there were a number of empty
cars between the locomotives and the carriages in which the passengers
were seated, and they were utterly demolished; but for this fortunate
circumstance the Thorpe collision might well have proved the most
disastrous of all railroad accidents. As it was, the men on both
the locomotives were instantly killed, together with seventeen
passengers, and four other passengers subsequently died of their
injuries; making a total of twenty-five deaths, besides fifty
cases of injury.
It would be difficult to conceive of a more violent collision
than that which has just been described; and yet, as curiously
illustrating the rapidity with
THE TYRONE COLLISION. 69
which the force of the most severe shock is expended, it is
said that two gentlemen in the last carriage of one of the trains,
finding it at a sudden standstill close to the place to which
they were going, supposed it had stopped for some unimportant
cause and concluded to take advantage of a happy chance which
left them almost at the doors of their homes. They accordingly
got out and hurried away in the rain, learning only the next morning
of the catastrophe in which they had been unconscious participants.
The collision at Thorpe occurred in September, 1874. Seven
months later, on the 4th of April, 1875, there was an accident
similar to it in almost every respect, except fatality, on the
Burlington & Missouri road in Iowa. In this case the operator
at Tyrone had telegraphic orders to hold the east-bound passenger
express at that point to meet the west-bound passenger express.
This order he failed to deliver, and the train accordingly at
once went on to the usual passing place at the next station. It
was midnight and intensely dark, with a heavy mist in the air
which at times thickened to rain. Both of the trains approaching
each other were made up in the way usual with through night trains
on the great western lines, and consisted of locomotives, baggage
and smoking cars, behind which were the ordinary passenger cars
of the company followed by several heavy Pullman sleeping coaches.
Those in charge of the east-bound
70 RAILROAD ACCIDENTS.
train, knowing that it was behind time, were running it rapidly,
so as to delay as little as possible the west-bound train, which,
having received the order to pass at Tyrone was itself being run
at speed. Both trains were thus moving at some thirty-five miles
an hour, when suddenly in rounding a sharp curve they came upon
each other. Indeed so close were they that the west-bound engineer
had no time in which to reverse, but, jumping straight from the
gangway, he afterwards declared that the locomotives came together
before he reached the ground. The engineer of the eastbound train
succeeded both in reversing his locomotive and in applying his
airbrake, but after reversal the throttle flew open. The trains
came together, therefore, as at Thorpe, with their momentum practically
unchecked, and with such force that the locomotives were completely
demolished, the boilers of the two, though on the same line of
rails, actually, in some way, passing each other. The baggage-cars
were also destroyed, and the smoking cars immediately behind them
were more or less damaged, but the remaining coaches of each train
stood upon the tracks so wholly uninjured that four hours later,
other locomotives having been procured but the track being still
blocked, the passengers were transferred from one set of cars
to the other, and in them were carried to their destinations.
So admirably did Miller's construction serve its purpose in this
case, that, while the superintendent of the road, who happened
to be in the
THE MILLER PLATFORM. 71
rear sleeping car of one of the trains, merely reported that
he "felt the shock quite sensibly," passengers in the
rear coaches of the other train hardly felt it at all.
At Tyrone the wrecks of the trains caught fire from the stoves
thrown out of the baggage cars and from the embers from the fire-boxes
of the locomotives, but the flames were speedily extinguished.
Of the train hands three were killed and two injured, but no passenger
was more than shaken or slightly bruised. This was solely due
to strength of car construction. Heavy as the shock was,so
heavy that in the similar case at Thorpe the carriages were crushed
like nut-shells under it,the resisting power was equal to
it. The failure of appliances at one point in the operation of
the road was made good by their perfection at another.
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