1926 — Sep 5, Passenger Train Derailment (excessive speed in curve) near Granite, CO– 30

Compiled by Wayne Blanchard; last edit 3-13-2025 for upload to: http://www.usdeadlyevents.com/

–30  AP. “Bingham Mother…two Children Killed In Wreck.” Salt Lake Tribune. 9-10-2026, p.24[1]

–30  Interstate Commerce Commission. Report of…an Accident…near Waco, Colo., Sep 5, 1926.

Narrative Information

Interstate Commerce Commission: “On September 5, 1926, there was a derailment of a passenger train on the Denver and Rio Grande Western Railroad near Waco, Colo.,[2] which resulted in the death of 27 passengers, 2 employees on duty and 1 employee off duty, and the injury of 45 passengers, 3 employees on duty, 3 employees off duty, 2 news agents and 1 Pullman porter. The investigation of this accident was made in conjunction with representatives of the Public Utilities Commission of Colorado….

“The accident occurred at a point approximately one-half mile west of Waco… The track in the immediate vicinity of the point of accident is on the north or left bank of the Arkansas River; on the inside of the 11 degrees 30′ curve there is a very high wall of rock, space for the roadbed having been cut out of the base of this rock. On the outside of the curve there is a slope of about 15 feet down to the level of the river, which was rather shallow opposite the point of accident….Under a time-table rule the speed of all trains on sharp curves is restricted to 30 miles an hour.  The weather was clear at the time of the accident, which is thought to have occurred at about 11.05 a. m….

“Eastbound passenger train No. 2 consisted of one baggage car, one smoking car, one coach, four Pullman cars, two dining cars and five Pullman cars, in the order named, hauled by engine 1604, and was in charge of Conductor Cope and Engineman Harpending. The 6th, 8th, 9th and 13th cars had steel underframes and vestibules, while the others were of all-steel constriction. This train left Tennessee Pass, 21.50 miles from Waco, at 10.26 a.m. according to the train sheet, 56 minutes late, and arrived at Malta, a distance of 9.99 miles, at 10.41 a.m., having maintained an average speed between the two points of 39.96 miles per hour. It departed from Malta, which is approximately 11 miles from the point of accident, at 10.48 a.m., 58 minutes late, and was derailed near Waco while traveling at a speed thought to have been about 40 or 45 miles per hour.

“Engine 1604 came to rest on its right side in the Arkansas River, with its head end about 256 feet beyond the approximate point of derailment; the tender was directly in the rear of the engine and was also on its right side. The baggage car was bottom up between the engine and the track and nearly at right angles to the track, with the smoking car resting diagonally across the rear end of the baggage car. The coach came to rest on its right side with one end on top of the smoking car and the rear of the tender and the other end on the opposite bank of the river; this car apparently at one time had been standing perpendicularly in the air. The first Pullman car came to rest on its left side with its forward end jammed into the wreckage of the first three cars at the point where they were on top of one another. The second Pullman car, which was the fifth car in the train, turned over on its right side, the head end remaining on the embankment and the rear end resting in the river, while the sixth car remained upright with its head end close to the river and its rear end resting on the roadway. With the exception of the derailment of the forward truck of the seventh car of the other cars was derailed or damaged. The majority of the passengers killed were in the rear end of the smoking car and the forward end of the coach, while both of these cars were so badly damaged as to be considered a total loss. The employees on duty killed were the engineman and a road foreman of equipment who was operating the engine at the time the accident occurred.

“….After reaching the tangent track immediately west of the curve on which the accident occurred, Road Foreman Lillis made a light application of the brakes which was held applied for an interval of 7 or 8 seconds, followed by the beginning of a heavier application. The brakes took hold properly but apparently they were not applied soon enough to effect any reduction in the speed of the train before it reached the 11 degrees 30′ curve, still traveling at a speed of about 45 miles per hour, and Fireman Willingham said he felt sure that the train could not round the curve in safety but that there was nothing for him to do but to hold on. He further stated that the air brakes were tested at Tennessee Pass, that a running test was made when departing from that point, and that the brakes had worked properly at all times….

“The time at which this accident occurred was considerably in dispute. The person best in position to give accurate information on this point would seem to be the train dispatcher, in whose files appears a note to the effect that it was 11.10 a.m. when Trainmaster Lynch reported the accident. Considering the fact that Trainmaster Lynch had to crawl out of the car in which he was riding, climb over another car and up or the roadway, look over the situation, instruct one of the brakeman to protect the rear of the train by flag, and then run a distance of nearly 2,800 feet to a telephone, it is believed that a fair estimate of the time of the accident would be 11.05 a.m., which if correct would show that train No. 2 had traveled at an average speed of 38.8 miles per hour after its departure from Malta.

“The investigation developed that the passenger-train performance on this railroad had not been satisfactory from the standpoint of making scheduled running time and that about two months previous to this accident the general superintendent of transportation issued a bulletin calling attention to the matter and advising that he would issue a telegraphic report every morning showing the percentage of passenger trains on each division which made scheduled running time during the preceding 24 hours. It appeared that the issuance of the bulletin referred to, followed up by the daily reports concerning the passenger-train performance, resulted in the subordinate officials continually talking with the train and engine-service employees for the purpose of having them make a better showing. A check of the train sheets covering that part of the Salida Division extending between Malta and Salida, a distance of 55.89 miles, disclosed that during the month of August it was a matter of almost daily occurrence for an eastbound train to make up 30 minutes lost time between these two points, even after allowing for delays on account of station work; in several instances the lost time made up varied from 40 to 45 minutes.

“It is true that the schedules of the trains involved were comparatively slow in some locations, but when consideration is taken of the size of the trains, the nature of the country traversed and the fact that in the territory in question there are 25 curves varying between 8 degrees and 14 degrees, with innumerable curves of less than 8 degrees, it is apparent that the prompting which originated in the office of the superintendent of transportation has had considerable effect. On August 17 the superintendent of the Pueblo and Denver Divisions issued a bulletin to the effect that enginemen on passenger trains were running at excessive speed on curves, although a cheek of the train shoots of those divisions did not indicate that the average speeds were quite as high as those attained on the Salida Division, nor were there as many trains which ran at those higher rates of speed. A cheek of the records did not reveal any warning of a similar nature issued by the superintendent of the Salida Division. To what extent this desire for making up lost time influenced Road Foreman Lillis in taking control of the engine away from Engineman Harpending is a matter of conjecture.

“Under the time-table rules the speed of all trains on sharp curves is restricted to 30 miles an hour. While it is the practice of the engineering department to limit the elevation of such curves to 4 inches, yet according to the recommended practice of the American Railway Engineering Association the theoretical elevation on a curve of 11 degrees 30′ for a speed of 30 miles per hour would be 6.81 inches, and while it cannot be said that with an elevation of 4 inches instead of 6.81 inches there would be serious danger of the overturning limit being reached, yet it is clearly apparent that the speeds allowed cannot be exceeded without approaching the danger point for a curve of such a high degree. In this connection attention is called to the fact that the maximum curvature between Malta and Salida is 14 degrees which according to the same recommended practice previously referred to would call for a theoretical elevation of 8.32 inches if a speed of 30 miles per hour is to be permitted.

“Conclusions:  This accident was caused by excessive speed.  While conflicting in some details the best evidence indicates that train No. 2 approached the curve on which the accident occurred at a speed of approximately 40 or 45 miles per hour and that although Road Foreman of Equipment Lillis, who was operating the engine in the place of Engineman Harpending, made an application of the air brakes before the curve was reached, yet this application was not made soon enough to effect any appreciable reduction in speed before the curve was reached. The speed on this and all other sharp curves on this railroad is restricted to 30 miles per hour, and in view of the fact that an elevation of only 4 inches is provided for it is not considered that the prescribed limit can with reasonable safety be exceeded. It did not appear that there was anything defective either about the track or equipment, and it is believed that had the speed been reduced at least to 30 miles an hour before the curve was reached the accident would not have occurred. As previously stated, the reason why Road Foreman Lillis relieved Engineman Harpending is not known but it would appear probable, in view of Engineman Harpending’s greater familiarity with the territory, that had he remained in charge of the engine he would have reduced the speed, when approaching the curve, in time to have averted the occurrence of the accident.

“It is well recognized that in mountain territory where there are many heavy grades and sharp curves it is desirable to keep down the amount of elevation on curves in order to facilitate the movement of heavy trains when ascending grades. This requirement, however, has a very necessary corollary which is even more important and that in that trains capable of moving at high rates of speed shall not exceed the limits beyond which they cannot go with any reasonable degree of safety, in view of the limited elevation provided. If the desire to expedite the handling of heavy tonnage trains is paramount, resulting in low elevation on curves, then it is necessary very materially to restrict the speed of passenger trains when rounding such curves. But if passenger trains are to be operated at speed, then the elevation provided on these curves should be increased accordingly, keeping in mind the necessity for providing an adequate margin of safety between the authorized speed and the speed beyond which trains cannot be operated with any degree of safety. This is a matter which has been referred to on previous occasions; it is one of primary importance, and should not be overlooked in the desire to make up lost time.”  (ICC (W.P. Borland).  “Report of…an Accident…near Waco, Colo., September 5, 1926.”)

Newspaper

Sep 6, AP: “Salida, Colo., Sept. 6. – (AP) – The death list in the derailment yesterday of the Denver and Rio Grande Western Railroad’s scenic limited train, 45 miles west of here, mounted to 23 early today, according to an announcement by company officials. Of this number, four bodies, a man, two women and a small girl, are in the morgue at Leadville, Colo., and are unidentified. Thirty-eight victims of the wreck still were undergoing treatment today in the Denver and Rio Grande hospital here and of this number but one is not expected to recover.” (Associated Press. “23 Dead From Disastrous Train Wreck in Colorado.” Gastonia Daily Gazette, NC. 9-6-1926, p1.)

Sep 7, UP: “(By United Press.) – Salida, Colo., Sept. 7. – Violation of orders limiting the speed of trains was held responsible for the derailment of the Denver and Rio Grande Western’s Scenic limited, near Granite Sunday, in which twenty-seven persons lost their lives and fifty were injured. In a statement issued by J. S. Pyeatt, president of the road, it was asserted that the train, running twenty-five minutes late, apparently had rounded the curve where it left the rails at a speed of forty or forty-five miles an hour. Pyeatt’s statement pointed out that time card rules restricted on curves to thirty miles an hour.

“The death toll was raised to twenty-seven with the finding of the body of J. D. Turner, Hasting, Minn.; and the unidentified bodies of a woman and two children.” (United Press. “Train Exceeded Speed Limit.” Oelwein Daily Register, IA. 9-7-1926, p. 1.)

Sep 9, AP: “Leadville, Colo., Sept. 9. – (By the Associated Press.) – All bodies recovered from the wreck of the Denver & Rio Grande Western’s Scenic Limited near Granite, Colo., Sunday, ion which twenty-eight persons lost their lives, have been identified. The last three bodies in the morgue here were identified late tonight as those of John Bitene, his wife and child, all of Morley, Colo. The surviving member of the Bitene family, Franc, a 3-year-old boy, is being cared for in the Denver & Rio Grande hospital at Salida.

“A coroner’s jury called by Thomas W. Walsh, coroner of Lake county, today found theat excessive speed and an unusually heavy engine were responsible for the derailment of the train.

“Shortly after the inquest was completed the bodies of two women were recovered as wrecking crews lifted the engine tender from its resting place.

“Coroner Walsh’s list follows:

George M. Gerhardt, engineer, Salida, Colo.

George M. Lilts, road foreman of equipment, Salida, Col.

Harold Harpendin, engineer, Salida, Colo.

William Daniels, trainman, Jonesboro, Ark.

1. J. Redman, Denver.
2. E. Dobbler, Kearney, Neb.

Asa W. Woodford, Elsinore, Calif.

Mrs. E. B. Yeaman, Salt Lake City, Utah.

Mrs. J. B. Holt, Topeka, Kan.

Mrs. Byrdie Isabel, Canon City, Colo.

Ruth Isabel, Canon City, Colo.

Jack D. Isabel, Canon City, Colo.

Mrs. J. E. Bowles, Leadville, Colo.

Albert Everett, Canon City, Colo.

Hilda Everett, Canon City, Colo.

Jack Coffman, Harrison, Ark.

1. D. Turner, Santa Barbara, Calif.

Corinne J. Lockman, Coronado Beach, Calif.

Juan A. Pacheco, Lydon [unclear], N.M.

Mrs. Ollie Perchbacker, Buena Vista, Colo.

Mrs. Dorothy Rathburn, Buena Vista, Colo.

Mrs. Martha Coffman, Harrison, Colo.

Mrs. Pueblita Cruz and two children, 2 and 6, Bingham, Utah.

John Bitene, wife and child

“The finding of the coroner’s jury corroborates the previous findings of both the railroad and representatives of the interstate commerce and public utilities commissions with the added work that the equipment used was too heavy for the rails.” (Associated Press. “Bingham Mother and Two Children Killed In Wreck.” Salt Lake Tribune, UT. 9-10-2026, p. 24.)

Sources

Associated Press. “23 Dead From Disastrous Train Wreck in Colorado.” Gastonia Daily Gazette, NC. 9-6-1926, p. 1. Accessed 3-13-2025 at:

https://newspaperarchive.com/gastonia-daily-gazette-sep-05-1926-p-1/

Associated Press. “Bingham Mother and Two Children Killed In Wreck.” Salt Lake Tribune, UT. 9-10-2026, p. 24. Accessed 3-13-2025 at:

https://newspaperarchive.com/salt-lake-tribune-sep-10-1926-p-24/

United Press. “Train Exceeded Speed Limit.” Oelwein Daily Register, IA. 9-7-1926, p. 1. Accessed 3-13-2025 at: https://newspaperarchive.com/oelwein-daily-register-sep-07-1926-p-1/

United States Interstate Commerce Commission File No. 1286.  “Report of the Director of the Bureau of Safety in RE Investigation of an Accident Which Occurred on the Denver and Rio Grande Western Railroad near Waco, Colo., September 5, 1926,” October 8, 1926, 8 pages; reproduced by DOT Library, Special Collections, I.C.C. Historical Railroad Investigation Reports (1911-1994). Accessed at:  http://dotlibrary.specialcollection.net/

[1] Our number. Article notes that after coroner jury report on 28 deaths, two women’s bodies were found under the engine tender.

[2] Newspaper articles at the time noted that the derailment occurred at a curve next to the Arkansas River near Granite. Google maps does not show a Waco, Colorado.