1933 — Sep 5, milk train crashes into rear of passenger train near Binghamton, NY — 14
Compiled by Wayne Blanchard; last edit 12-27-2024 for upload to: http://www.usdeadlyevents.com/
–23 Bismarck Tribune, ND. “Principal Events of Year Throughout World…, Dec 28, 1933, 3.
–14 AP. “14 Killed…Erie Milk Train Smashes…Train…” Salamanca Republican Press, NY. 9-6-1933, p. 1.
–14 Interstate Commerce Commission. Report…Accident…Binghamton, NY…Sept. 5, 1933.
–14 Middletown Times Herald, NY. “Two Victims Identified.” 9-8-1933, p. 15.
–14 Syracuse Herald, NY. “Arrests Expected…Erie Wreck that Kills 14…,” Sep 6, 1933, 1.
Narrative Information
Interstate Commerce Commission Report: “On September 5, 1933, there was a rear-end collision between a passenger train and a milk train on the Erie Railroad near Binghamton, N.Y., which resulted in the death of 14 passengers, and the injury of 31 passengers and 1 employee. The investigation of this accident was made in conjunction with representatives of the Public Service Commission of New York.
Location and method of operation
“This accident occurred on the main line of the Susquehanna Division, which extends between Hornell, N.Y., and Susquehanna, Pa., a distance of 139.7 miles. This is a double-track line over which trains are operated by time table, train orders, and an automatic block-signal system, supplemented by an automatic train stop of the intermittent-induction type. The point of accident was nearly 2 miles east of the passenger station at Binghamton…. [p.1.]
“East-bound freight train no. 90 consisted of 92 cars and a caboose, hauled by engine 3370, and was in charge of Conductor Norton and Engineman Griffin…. [p.2.]
“East-bound train no. 8 consisted of 3 express cars, 1 mail car, 1 combination baggage car and coach, 2 coaches, and 1 parlor car, hauled by engine 2916, and was in charge of Conductor Burlingame and Engineman Grantier. The first, second, third, fourth and seventh cars were of steel construction, while the fifth, sixth and eighth cars were of steel-underframe construction….
“A milk train is usually operated on this division as a section or sections of passenger train no. 2, which is due to leave Binghamton at 1:52 p.m., and it was one of these sections, being operated as train third no. 2, which was involved in the accident; it consisted of 6 milk cars, 1 express car, 11 milk cars and a coach, all of steel under-frame construction and in the order named, hauled by engine 2929, and was in charge of Conductor Shea and Engineman King. This train was stopped at signal 214.2, train no. 8 being at the station, and then proceeded slowly and was stopped a few car lengths behind train no. 8, where it remained until after that train had departed. Train third no. 2 then proceeded, passed Binghamton station at 7:18 p.m., according to the train sheet, two minutes behind train no. 8, received an approach indication at the home signal at Liberty Street, was given the calling-on arm at BD Tower, indicating that the block was obstructed and that the train was to proceed at restricted speed, passed BD Tower at 7:21 p.m., according to the train sheet, three minutes behind train no. 8, and was approaching signal 212.2 when it collided with the rear end of train no. 8 while traveling at a speed believed to have been between 15 and 20 miles per hour.
“The front end of engine 2929 crushed the superstructure of the parlor car for a distance of several feet, and the front end of the second car from the rear overrode the underframe of the third car from the rear, resulting in the rear of the latter car being telescoped for a distance stated by the shop superintendent as 47 feet; practically all of the casualties occurred in this car, which was practically destroyed. Engine 2929 was only slightly damaged the express car in train third no. 2 was destroyed but only slight damage was sustained by three other cars in the train. The employee injured was the porter in the parlor car of train no. 8…. [p. 4.]
Conclusions
“This accident was caused primarily by the failure of Engineman King, of train third no. 2 [milk train], properly to obey a signal indication which required him to proceed prepared to stop short of a train, obstruction or anything that might require the speed of his train to be reduced.
“According to Engineman King’s statements, he stopped behind train no. 8 while the latter train was standing at the station at Binghamton and then followed it closely from that point. The home signal indication at Liberty Street Tower changed from stop to approach before his engine reached it and he then forestalled and proceeded toward BD Tower, where the home signal was in stop position; he received a calling-on signal indication, however, which told him that the block he was about to enter was occupied or otherwise obstructed, and which also authorized him to enter that obstructed block at restricted speed, which is defined in the book of rules as follows:
Proceed prepared to stop short of train, obstruction, or anything that may require the speed of a train to be reduced.
“He again operated the forestalling lever[1], after which he entered the obstructed block, working a light throttle, and according to his statements he gradually opened the throttle and increased the speed of his train until he had about reached the curve west of the point of accident. He said he shut off at this point, although the fireman’s statement is to the contrary, but in any event he saw signal 212.2 displaying a stop indication and assumed that this indication was displayed because train no. 8 had passed into the block governed by that signal, the thought not entering his mind that the signal might be at stop because of some other movement being made. The result was that he was proceeding with the expectation of not stopping until he reached the signal location, and it was due to this fact that when he finally saw the flagman and markers of train no. 8 between him and the signal he was going at too high sped to enable him to stop. He knew what the indication of the calling-on signal meant, but he allowed himself to be misled by what he assumed was the case instead of operating his train strictly in accordance with the signal indications he had received and the rules governing the same. [p. 16]
“His statement indicating that the fact he had not been properly flagged contributed to his misunderstanding of the situation, is further evidence that he was not governing his actions strictly in accordance with the rules. Furthermore, the conductor who was deadheading on train no. 8 looked back after the accident and was able to see lanterns at the rear end of train third no. 2, indicating that there was nothing to obstruct his view for at least the length of that train, a distance of more than 900 feet; this statement was confirmed by the statements of the three employees who were in the coach on the rear of train third no. 2 to the effect that after the accident the coach was several car lengths east of the cars of train no. 90 which were on the siding. Under these circumstances, it is clear that Engineman King could have seen the read end of the preceding train at a distance which would have enabled him to stop from the rate of speed at which his train was moving, and it therefore becomes apparent that he not only failed to operate his train at restricted speed as defined in the rules while passing the cars on the siding, but that he also failed to maintain a proper lookout after passing those cars…. [p.17]
“The record of this case does not do credit to the Erie Railroad, for there have been too many employees who failed in one way or another to perform their duties to the fullest possible extent. Such a situation is a reflection on those responsible for the proper functioning of the operating department and justifies the recommendation that greater efforts should be made in the way of instruction and supervision….” [p. 20.]
(Interstate Commerce Commission. Report of the Director of The Bureau of Safety Concerning an Accident on the Erie Railroad near Binghamton, N. Y., on September 5, 1933. 10-7-1933.)
Newspapers
Sep 6: Photo description: “The demolished wooden coach of the Atlantic Express, Chicago-New York flyer No. 8, wrecked near Binghamton last night when an Erie milk train crashed into its rear, killing 14. The flyer had been halted while a switching crew was working on the Erie main line. The engineer of the milk train is reported to have said he failed to see the red block light set against him.” (Syracuse Herald, NY. “Arrests Expected…Erie Wreck…Kills 14…,” 9-6-1933.)
Sep 6, AP: “Binghamton, Sept. 6 (AP) – Fourteen persons were killed and more than 100 injured on the eastern outskirts of the city last night when a milk train crashed into the rear of Train 8, the ‘Atlantic Express,’ on the Erie Railroad, eastbound. The passenger train had stopped because of a switching crew that was working on the main line ahead. Flagman A. C. Morris of Hornell had been sent out to protect the rear of the Chicago-New York passenger train. He had affixed torpedoes to the rails.
“The milk train, heavily laden, bound from Hornell to Hoboken, ploughed into the steel coach at the rear of the flier. The terrific impact demolished a wooden coach just ahead of the steel car. Most of the dead and injured were taken from the wreckage of the wooden coach.
The List of Dead
Harry Lannon, 38, Susquehanna, Pa., employed engineering department of Erie at Hornell.
Donald Burns, Susquehanna, Pa., employed in Erie coach shop.
Harry Westfall, 44, Erie yardmaster at Susquehanna, Pa.
Eli Van Aiken, Susquehanna, Pa., telegrapher.
- C. McCollom, Susquehanna, Pa.
Mrs. T. M. Keane, Susquehanna, Pa.
Mrs. Mary Bouille, Susquehanna, Pa., mother of Mrs. Keane.
Mrs. Arthur Tesky, Susquehanna, Pa.
Mrs. Catherine Harrison, Conklin [NY]
- Dabrozek, Brooklyn.
Julia Comfort, Susquehanna, Pa.
Two women unidentified.
“The Injured” [We omit.]
“The accident occurred about a mile from the Binghamton station and almost opposite the State Hospital for the Insane. A state highway follows the tracks at this point and on the other side is the Susquehanna River.
“M. H. King, of Elmira, engineer of the milk train, dazed but not injured, said he did not see the red block set against him. He said he applied his brakes as soon as the passenger loomed ahead but it was too late to halt his heavy train. B. A. Shea of Hornell was the conductor of the milk train.
“Eleven of the passengers on the flyer were dead when taken from the wreckage. Three others died on the way to Binghamton hospitals. Three of the bodies were unidentified. Twenty-five of the injured were seriously hurt….
“Silent Grove, where the accident occurred, is about three miles from Binghamton.
“The hospitals reported none of int injured were more dangerously sick than when brought in last night.” (Associated Press. “14 Killed, 100 Hurt as Erie Milk Train Smashes Rear of Train No. 8 at Binghamton.” Salamanca Republican Press, NY. 9-6-1933, p. 1.)
Sep 8, Middletown Times Herald, NY: “Binghamton – The last two of the fourteen victims of the Erie train wreck here Tuesday night were identified today as Anthony Z. Korona, forty-seven, of 1238 Albany avenue, Brooklyn, and Miss Gertrude Peterrein of Echo, Minn. Miss Petterrein, a teacher in the Dwight Morrow High School of Englewood, N.J. was identified by police through a purse and box of jewels which was taken from the wreckage. Mrs. Therese Korona identified her husband, former owner of a Polish newspaper Glos Naradu of Jersey City.” (Middletown Times Herald, NY. “Two Victims Identified.” 9-8-1933, p. 15.)
Sources
Associated Press. “14 Killed, 100 Hurt as Erie Milk Train Smashes Rear of Train No. 8 at Binghamton.” Salamanca Republican Press, NY. 9-6-1933, p. 1. Accessed 12-27-2024 at: https://newspaperarchive.com/salamanca-republican-press-sep-06-1933-p-1/
Bismarck Tribune, ND. “Principal Events of Year Throughout World…,” Dec 28, 1933, 3. Accessed at: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=4616445
Interstate Commerce Commission. Report of the Director of The Bureau of Safety Concerning an Accident on the Erie Railroad near Binghamton, N. Y., on September 5, 1933. 10-7-1933. Accessed 12-27-2024 at: https://rosap.ntl.bts.gov/view/dot/45316
Middletown Times Herald, NY. “Two Victims Identified.” 9-8-1933, p. 15. Accessed 12-27-2024 at: https://newspaperarchive.com/middletown-times-herald-sep-08-1933-p-15/
Railroad Related Terms. Accessed 12-27-2024 at: https://www.alaskarails.org/terminology/related-terms.html
Syracuse Herald, NY. “Arrests Expected as ‘Open Court’ Investigates Erie Wreck that Kills 14…,” 9-6-1933, p.1. At: http://www.newspaperarchive.com/FullPagePdfViewer.aspx?img=40301061
[1] A way to avoid automatic application of brakes: “Forestalling Lever – A lever nest to the engineer’s position on locomotives used by railroads wit Intermittent Inductive Train Control. This control system would cause an automatic brake application if an engineer violated a restrictive signal, and the system required that the engineer operate the lever (i.e.. Forestall) when passing each signal to prevent air brake automatic application which would stop the train…This system was in use for many years on the New York Central railroad.” (Railroad Related Terms)