1909 — July 31, Electric Trains Collide Head-on, Gibbs, near Coeur d’Alene, ID — 16

–16  McClary. “Two Spokane & Inland Empire Railroad Co. trains…” HistoryLing.org, 7-31-2005

–15  Twin Falls News. “Fatal Collision in North Idaho.” 8-6-2016, p. 1.

–10  NYT, “Ten Killed in Collision. Electric Trains Meet Head-On Near Spokane…” 8-1-1909.

 

Narrative Information

McClary: “On Saturday, July 31, 1909, 16 passengers are killed and more than 100 are injured and maimed when two electric interurban trains owned by the Spokane & Inland Empire Railroad Company collide head-on at Gibbs, Idaho, approximately two miles northwest of Coeur d’Alene (some 30 miles from Spokane). The trains, linking Spokane with Coeur d’Alene, are carrying an estimated 600 passengers who are on their way to bid for Indian reservation lands. During this land rush, crowds are so large that the railroad is operating special trains on open schedules, running every 15 to 20 minutes. On a single-track electric railway, it is a blueprint for disaster….

“The Spokane & Inland Empire Railroad Company, incorporated in Washington state in 1906, was an alliance of small, local interurban railroads linking Spokane and surrounding communities with Lake Coeur d’Alene, a popular resort and recreational area.  Electric interurban railroads often had three or more cars coupled together in a train.  The cars had platforms in the front and rear with seating in the center section.  Platforms were standing room only.  Although a car might have a seating capacity of only 50 or 60 passengers, it could carry at least that many more standing in the aisle and on the platforms.  Open streetcars hauled even more passengers hanging onto the outside of the car….

“At about 4:35 p.m. on Saturday, July 31, 1909, special train No. 5, westbound to Spokane with three cars, crashed head-on with the regular train No. 20, eastbound with four cars, at the La Crosse siding (now Gibbs, Idaho) approximately two miles northwest of Coeur d’Alene.  The two trains were carrying an estimated 600 passengers between them.

“The motormen, James Delaney in No 20 and Edgar E. Campbell in No 5, caught sight of each other when the trains were 800 feet apart, too late to prevent the collision.  Train No. 20 came to a complete stop in 200 feet, and people in the lead car began jumping for their lives.  Train No 5 attempted to stop as well, but the air brakes on the overloaded train failed. The special train ran into the regular train at about 20 miles per hour.  The impact telescoped the two lead cars into each other, immediately killing 12 passengers riding on the front platform of train No 5 and severely injuring and maiming more than 100 other people….

“Most of the critically injured were rushed to hospitals in Spokane and Coeur d’Alene. Others were cared for in nearby homes.  Twelve dead bodies were taken to local funeral parlors to await identification.  Four victims died a few days later in Coeur d’Alene Hospital….

“At the inquest, Superintendent R. C. Bowdish testified that the Spokane & Inland Empire Railroad Company operated a single-track electric railway between Spokane and Coeur d’Alene with traffic flowing briskly in both directions.  It was operated under standard railroad rules with regular trains having the right-of-way over all special or extra trains.  Regular trains ran on fixed timetables while special trains were governed by telegraphic orders from a dispatcher in Spokane.  Bowdish said that unless there were specific orders to the contrary, it was required that a special train be clear of the main line at any point five minutes before the regular train was due at that point according to the time table.  Should a regular train be late, the special train must keep the track clear until it arrives.  Siding tracks were designated as meeting points allowing trains to pass safely. Bowdish said that both motorman Edgar E. Campbell and conductor Horace G. Whittlesey of special train No. 5 were experienced railway men who had worked for the company for several years and knew the rules.

“Testimony showed that on the day of the wreck, eastbound regular No. 20 was due at Coeur d’Alene at 4:12 p.m., but was running late because of the large crowds. Special train No. 5 pulled out of the Coeur d’Alene yard at about 4:30 p.m. without waiting for the regular train to arrive. This caused the accident.  A large part of the company’s testimony was directed toward showing that the brakes on both trains were in good working order and that overcrowding the cars was unavoidable.

“The evidence included a bedside statement at Coeur d’Alene Hospital from critically injured Edgar E. Campbell, motorman of train No. 5, who claimed he had orders from the train dispatcher to meet the eastbound regular train No. 20 at the La Crosse siding, allowing it to pass.  Campbell stated he saw train No. 20 just after departing the yard.  He immediately shut off the power and applied the emergency air brakes.  The train was slowing when the system lost air pressure, releasing the brakes.  Campbell said he attempted to reverse the motor but was unable to stop the train in time to prevent the collision.

“Expert witnesses testified that the air brakes should have stopped the train inside of 300 feet had they been working properly.  The air-brake system was destroyed in the wreck, so the cause of the failure could not be determined.  Other testimony showed that Campbell and Whittlesey misunderstood the dispatch and should have waited for regular train No 20 to arrive at Coeur d’Alene before leaving the yard.

“On Friday afternoon, August 6, 1909, the corner’s jury returned their verdict, laying the blame on the Spokane & Inland Empire Railroad Company’s operating procedures.  The jury determined that although the special train had no right to leave the Coeur d’Alene station until the eastbound regular train had arrived, it pulled out, intending to wait on the La Cross siding at the edge of the yards.  Although against the rules, this had become the standard practice during the land rush. Motorman Campbell unintentionally ran past the siding switch, causing the collision….” (McClary. “Two Spokane & Inland Empire Railroad Co. trains…” HistoryLing.org, 7-31-2005.)

July 31, NYT: “Spokane, Washington, July 31. — Ten persons were killed and at least sixty were injured in a head-on collision of two electric trains on the Spokane Inland Railway late this afternoon….” (NYT, “Ten Killed in Collision. Electric Trains Meet Head-On Near Spokane — Many Injured.” 8-1-1909.)

 

Sources

 McClary, Daryl C. “Two Spokane & Inland Empire Railroad Co. trains collide northwest of Coeur d’Alene, Idaho, with disastrous results, on July 31, 1909.” HistoryLing.org (The Free Encyclopedia of Washington State History). 7-31-2005. Accessed 12-15-2016 at: http://www.historylink.org/File/7403

 New York Times, “Ten Killed in Collision. Electric Trains Meet Head-On Near Spokane — Many Injured.” 8-1-1909. Accessed 12-15-2016 at: http://query.nytimes.com/gst/abstract.html?res=9B04EED9113EE033A25752C0A96E9C946897D6CF&legacy=true

Twin Falls News, Twin Falls, ID. “Fatal Collision in North Idaho.” 8-6-2016, p. 1. Accessed 12-15-2016 at: http://newspaperarchive.com/us/idaho/twin-falls/twin-falls-news/1909/08-06?tag