1940 — Apr 19, speeding Lake Shore Limited train derails, Gulf Curve, Little Falls, NY– 31

— 31 Cornell, James. The Great International Disaster Book (Third Edition). 1982, p. 438.
— 31 ICC. Report… Accident of the [NY] Central [RR], Little Falls, N.Y., April 19, 1940. 6-5-1940.
–26 passengers
— 2 Pullman porters
— 1 train porter
— 2 train-service employees
— 31 Syracuse Herald American, NY. “Rail Wreck Dead Set At 31.” 4-21-1940, p. 1.
— 31 Wikipedia. “List of Rail Accidents (Pre-1950).”
— 30 Endicott Daily Bulletin, NY. “Three Agencies…Probe…Wreck Killing 30.” 4-22-1940, 2.
— 30 Nash, Jay Robert. Darkest Hours. 1977, p. 339.
— 30 Reed, R.C. Train Wrecks: A Pictorial History of Accidents on The Main Line. 1968, p. 34.
— 30 Shaw, Robert B. Down Brakes: A History of Railway Accidents… 1961, p. 353.
–18 passengers
–12 railroad employees
–5 crew
–7 dead-headers
— 25 AP. “25 Killed, 100 Injured in Little Falls Wreck.” Syracuse Herald-Journal, NY. 4-20-1940, p.1.

Narrative Information

ICC: “SUMMARY
Railroad: New York Central
Date: April 19, 1940
Location: Little Falls, N. Y.
Kind of accident: Derailment
Train involved: Passenger
Train number: 19
Engine number: 5315
Consist: 15 cars
Speed: 59 m.p.h.
Operation: Automatic block-signal and automatic train-stop system
Track: Four; 7 degree 24’curve; ascending grade westward
Time: 11:33 p.m.
Weather: Cloudy
Casualties: 31 killed; 51 injured
Cause: Excessive speed on sharp curve combined with a run-in of slack resulting from throttle being closed suddenly

“To the Commission:

“On April 19, 1940, there was a derailment of a passenger train on the New York Central Railroad at Little Falls, N.Y., which resulted in the death of 26 passengers, 2 Pullman porters, 1 train porter, and 2 train-service employees, and the injury of 47 passengers, 1 Pullman porter, 2 dining-car employees, and 1 employee on duty. This accident was investigated in conjunction with the New York State Public Service Commission.

“….In the vicinity of the point of accident this is a four-track line over which trains are operated with the current of traffic by an automatic block-signal and automatic train-stop system; signal indications supersede time-table superiority. The main tracks from south to north are: No. 2, east-ward passenger; No. 1, westward passenger; No. 3, westward freight; No. 4, eastward freight. The accident occurred on track No. 1 at a point 2,875 feet east of the station at Little Falls. Approaching this point from the east on track No. 1 there is a series of curves and tangents followed, in succession, by a compound curve to the right 1,932 feet in length having a maximum curvature of l degree 52’35”, a tangent 1,193 feet in length and a 7 degree 24’curve to the left 856 feet in length. The derailment occurred on this latter curve, known as Gulf Curve, at a point 458 feet from its eastern end. The grade varies between 0.26 and 0.50 percent ascending westward a distance of 8,600 feet, and following this gradient there is a vertical curve a distance of 200 feet to the point of accident and 200 feet beyond.

“In the vicinity of the point of accident the tracks are laid on a side-hill cut and parallel generally the north shore of the Mohawk River; the rails of track No. 1 are approximately 48 feet above the river. At the north a rock cliff parallels the tracks a considerable distance, and at the east end of Gulf Curve the cliff is broken by a valley extending northward. Bridge No. 456, on which are laid the four main tracks, is located about 550 feet west of the east end of Gulf Curve, is 37 feet 9 inches in length, of girder construction, and provides an underpass for Mohawk Turnpike. Mohawk Turnpike extends under the tracks at a depth of 16 feet and at an angle of about 30 degrees; immediately north of the tracks it turns westward, parallels the tracks, and is designated as East Main Street. At a point 304 feet west of the point of accident the grade of East Main Street rises to a level with the rails in track No. 1. A rock pinnacle rises abruptly to a height of 14.57 feet between track No. 4 and East Main Street at a point about 396 feet west of the point of accident….

“Automatic signals 21421 and 21531, which govern westward movements on track No. 1, are located 9,046 and 3,086 feet, respectively, east of the point of accident. Signal 21421 is a 2-unit, color-light, searchlight signal; signal 21531 is a 2-unit, upper-quadrant, semaphore signal; both signals are approach lighted….

“Because of this indication, an engineman must operate the forestalling device in order to prevent automatic train-stop brake applications at these signal locations.

“Medium speed is defined as: A speed not exceeding thirty miles per hour.

“The automatic train-stop system is of the intermittent-inductive type and engines are equipped with forestalling devices. When a brake application is forestalled by an engineman, the train may proceed under his control in accordance with operating rules….

“The maximum authorized speed on track No. 1 in the vicinity of the point of accident is 45 miles per hour. A speed board bearing the words, “SPEED LIMIT, GULF CURVE, 45 MILES, TRACK NO. 1,” is installed on the south bent of the signal bridge located 3,086 feet east of the point of accident; it is attached to the bridge 10.38 feet higher than the rails and is lettered in black on a yellow background.

“No. 19, a first-class west-bound passenger train, with Conductor Grattan and Engineman Earl in charge, and with Road Foreman of Engines Bayreuther also on the engine, consisted of engine 5315, of the 4-6-4 type, one express car, one baggage car, two coaches, four Pullman sleeping cars, one dining car, five Pullman sleeping cars, and one coach, in the order named; all cars were of steel construction. This train departed from Albany, 73.49 miles east of Little Falls, at 10:09 p.m., according to the train sheet, 21 minutes late, passed Fonda, the last place where time is shown 30.17 miles east of Little Falls, at 11:07 p.m., 23 minutes late, passed St. Johnsville, 9.73 miles east of Little Falls, at 11:25 p.m., and while moving at a speed of 59 miles per hour, as indicated by the speed-recorder tape with which engine 5315 was equipped, be-came derailed on Gulf Curve.

“After becoming derailed, engine 5315 continued a distance of 396 feet diagonally across tracks Nos. 3 and 4 and stopped on its right side against the pinnacle of rock which rises between track No. 4 and East Main Street. The engine stopped with the front end of the smokebox on track No. 4 and the rear end of the boiler suspended on top of the rock pinnacle….The tender, remaining coupled, stopped on its right side, at an angle of 105 degrees from upright, on top of the rock pinnacle; both trucks were torn loose; the rear coupler was broken off.

“The first car, N. Y. C express car 8476, became derailed, stopped upside down and parallel to the engine, and fouled tracks Nos. 3 and 4; the superstructure was demolished, the front coupler broken off, the rear coupler shank bent, and both pairs of wheels from the rear truck were detached and lying 15 feet southeast of the rear end of the car; the truck frame was lodged on the roof of the third car.

“The second car, N. Y. C. baggage car 8120, became uncoupled at both ends and stopped, upright, on track No. 1 at a point 285 feet west of the front end of the engine…

“The third car, N. Y. C. coach 2419, became derailed and stopped on its right side diagonally across tracks Nos. 3 and 4; the roof was bent and torn, and the frame distorted; the end frames and vestibules were demolished, and all side sheets bent and twisted; both couplers were torn out.

“The fourth car, N. Y. C. coach 2337, became derailed and stopped, in East Main Street, on its right side with its front end against the tender; it was badly damaged; both trucks were torn loose, and the rear coupler was missing.

“The fifth car, Pullman Red Ash, became derailed and stopped upright in line with track No. 1 and about 80 feet ahead of the engine; the roof was torn off almost its entire length, the right side-sheets were torn away about two-thirds its length, and the interior was destroyed; both trucks were badly damaged and the front coupler-head was broken.

“The sixth car, Pullman Poplar Arch, became derailed and stopped on its right side diagonally across tracks Nos. 1, 3, and 4; half of the roof was sheared off, the steel center-sill were broken at the front body end-sill, the front end-frame and sheets were bent and torn, and both sides were badly bent and buckled; both couplers were missing; both trucks were torn loose and stopped between tracks Nos. 1 and 3.

“The seventh car, Pullman Elkhart Valley, was derailed and stopped on its right side diagonally across track No. 4, parallel to the body of the fourth car and on top of the trucks of the fourth car; the front end of the seventh car crushed into the side of the first car; both trucks were in place but the wheels of the front truck were about 15 feet distant from the front end of the car; the superstructure at the front end was demolished and the front coupler-head was broken; the superstructure at the rear end was twisted and bent, the body end-sill and the left side-sill were broken, and the side sheets on the right side were torn, bent, and buckled the entire length of the car.

“The eighth car, Pullman Poplar Dome, was derailed, stopped diagonally across tracks Nos. 1, 3, and 4, and leaned at an angle of 45 degrees to the north; the front truck was torn loose and stopped, badly damaged, against the rear truck, both vestibule frames were badly distorted, the roof at the rear end was bent and torn, and the right side-sill was distorted; the right side sheets were bent, several of them were torn, and all bore raking marks…

“The ninth car, N. Y. C. dining car 560, was derailed and stopped across tracks Nos. 1, 3, and 4 and leaned at an angle of 45 degrees to the right; the rear end was about 27 feet distant from track No. 1; the roof sheets and the end frames were bent and broken, the side sheets were bent, and most of the interior was destroyed…

“The tenth car, Pullman Lake Bruin, was derailed and stopped diagonally across tracks Nos. 2, 1, 3, and 4 and leaned to the right at an angle of about 45 degrees; both trucks remained in place but were badly damaged; the front end-frame, the front sheets, and the roof sheets were bent and broken inward…

“The front end of the eleventh car, Pullman East Bernard, was derailed; this car stopped with the front end fouling track No. 2 and leaning to the left at an angle of 25 degrees; the side sheets on both sides, the front end roof-sheet, and the front, end-sheet were bent. The remaining cars in the train were not derailed and sustained but slight damage….

“The employees killed were the engineman and the fireman, and the employee injured was the road foreman of engines.

“Summary of Evidence

“Road Foreman of Engines Bayreuther stated that he inspected engine 5315 before No. 19 departed from Albany; the engine was in good condition. The air brakes were tested at Albany, a running test was made soon after leaving that point, a stop was made at Schenectady, the brakes were used to control, the speed of the train at several points where there were speed restrictions, and in each instance the brakes functioned properly.

“Approaching the point of accident there was nothing unusual in the action of the engine, and the speed was 74 miles per hour. He said that he and the fireman called the indications of signals 21421 and 21531, which were displaying green-over-yellow aspects, and the engineman responded. Soon after the engine passed signal 21421 the engineman left his seat and examined the depth of water in the tender by opening a gauge cock in the left wing of the cistern and then resumed his usual position on the right seat-box. Between signals 21421 and 21531 the speed of the train seemed to be reduced as a result of the ascending grade. The engineman forestalled at both signals and the whistle in the cab sounded. After forestalling for signal 21531 the engineman made a brake-pipe reduction which did not seem long enough to indicate a proper brake-pipe reduction for the speed of the train and the distance to the point of speed restriction on Gulf Curve. The road foreman of engines said that usually a 14 or 15-pound, reduction is made to control the speed of a train approaching speed restriction points; becoming alarmed about the speed, he crossed to the right side of the cab and observed that the equalizing reservoir gauge indicated a brake-pipe reduction of only 11 or 12 pounds and the speed-recorder indicated a speed of 61 miles per hour. He warned the engineman that the speed was too great for Gulf Curve and instructed him to make a further brake-pipe reduction.

“The engineman did not answer but closed the throttle suddenly just as the engine entered the critical point of the curve; he did not seem to be ill, but rather in despair and mumbled something as though he realized something was wrong. The engine did not seem to bear heavily against the high rail; however, after the throttle was closed he thought the rear end of the engine started to leave the rail first and there was a jack-knife action at the connection between the engine and tender as though some added force caused the engine to become derailed and overturn. He thought that a speed of 52 miles per hour was the highest speed at which an engine could safely round Gulf Curve, but it was his opinion that if the engineman had continued to work steam in this instance the train could have rounded the curve. He thought that closing the throttle caused a change in force which resulted in the derailment. He said that it was the custom of the engineman involved to apply the air brakes near a point where a reduction in speed was required. The road foreman of engines thought that if a heavy brake-pipe reduction were made at signal 21531 or near it, a train of 15 cars could be controlled properly around Gulf Curve….

“He [Conductor Grattan] estimated that the accident occurred at 11:33 or 11:34 p.m. The weather was cloudy, but it was neither raining nor snowing….” (Interstate Commerce Commission. Report of the Director, Bureau of Safety. Accident of the New York Central Railroad, Little Falls, N.Y., April 19, 1940. 6-5-1940.)

Nash: “The New York Central’s Lakeshore Limited, a fifteen-car train pulled by a Hudson locomotive on its New York-Chicago run, exceeded the hazardous Gulf Curve speed limit of 45 m.p.h. by 14 m.p.h. at 11:30 p.m. in a driving rain as it approached Little Falls, New York, on April 19, 1940, and left the tracks. Nine cars were derailed along with the engine, thirty passengers were killed, another one hundred injured. The engineer, who failed to reduce speed, was blamed for the wreck.” (Nash, Jay Robert. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters from Ancient Times to the Present. NY: Pocket Books, Wallaby, 1977, pp. 339-340.)

Reed: “The New York Central’s Lake Shore Ltd. Sped around a curve at Little Falls, N.Y., jumped the track, and plowed into a rock wall. Thirty persons were killed in this crash on April 19, 1940.” (Reed, R.C. Train Wrecks: A Pictorial History of Accidents on The Main Line. 1968, p. 34.)

Shaw: “The most disastrous high-speed accident, an event of the relatively recent past [1962 book], is also noteworthy for other unusual features besides its high death toll. About ten o’clock on the evening of Friday, April 19, 1940, at Albany, New York Central evening of Friday, April 19, 1940, at Albany, New York Central Road, Foreman of Engines Bayreuther climbed onto the footplate of the Hudson-type locomotive drawing the fifteen-car, westbound Lake Shore Ltd. Although the train was already twenty-one minutes late, and the 75 m.p.h. speed limit on the Mohawk Division provided a little latitude for making up lost time, Engineer Jesse Earl failed, perhaps because of the restraining influence of the brass aboard, to make up any time as far as Little Falls.

Little falls is a particularly interesting geographical site; at this point the Mohawk Valley is narrowly confined between hills to the south and the Adirondacks to the north, so that the river, barge canal, railroads (the Central Mohawk Division and the West Shore), highway and, today, the New York Thruway are all closely channeled through this pass. In order to retain its famous Water Level Route the Central was obliged to trace a 6⁰ curve here, the sharpest anywhere on its main line. The speed limit on Gulf Curve, as this hazard was known, was 45 m.p.h.

“As the Lake Shore Ltd. Approached this curve, about 11:30 p.m., a driving rain, later to turn to snow, was coming down. Adequate warning of the speed restriction was provided, however, by two signals normally displaying restrictive indications, 9000 and 3000 feet east of the curve respectively. The signals were reinforced by a train control apparatus which provided an audible warning and would apply the brakes automatically if it were not forestalled by the engineer.

“Although Engineer Earl had not been pressing the speed limit between Albany and Little Falls, and he properly forestalled the control device, he failed to make a material reduction of speed as he entered Gulf Curve, until Bayreuther admonished him. Then, without answering, and just as the train entered the critical part of the curve, the engineer closed the throttle suddenly; ‘he did not seem to be ill but rather in despair, and mumbled something as though he realized something were wrong’. The train was moving at this instant, as I.C.C. inspectors later calculated, at 59 m.p.h. Although uncomfortably in excess of the 45 m.p.h. speed limit, this rate was still well below the estimated overturning speed on the curve of 70 m.p.h.

“The sudden closing of the throttle, however, apparently caused a run-in of slack, which was perhaps accentuated by a water surge in the tender. At least, according to Bayreuther, the only survivor in the cab, the rear end of the engine seemed to leave the track first, with a jack-knife action being evidenced between the engine and the tender. Although the outside (right-hand) rail was superelevated around the curve, 75 percent of the weight of the engine was apparently being carried, because of its speed, on this rail.

‘Careening from its path and across the two adjacent freight tracks, the locomotive drew nearly its entire train behind it. Here, an unfortunate topography turned what might have been, despite the speed of the train at the instant of derailment, a minor accident into a major tragedy. The entire train was of standard construction, and the cars should not have suffered excessively from overturning or sliding along the ground. At the right of the main line at this point, however, ran the single-track Dolgeville branch, gradually diverging and rising to a higher level. A paved state highway ran under the main line, turned westward and ran for a few hundred feet between and parallel to the main line and the branch, and then turned again to the right (north) and ran through an underpass under the branch. The substantial masonry abutment of this underpass, built into the sloping hillside, created a narrow and unyielding pocket.

“Into this pocket, without any opportunity for the harmless dispersion of its momentum, the engine and ten cars of the express were instantly catapulted. By some strange chance the first baggage car, immediately behind the engine, was ripped free of the rest of the train and continued down the track until it was brought to a stop by the automatic action of its brakes, the baggageman emerging bewildered but without a scratch. All of the fourteen remaining cars, however, were derailed; three of them, a baggage, coach and Pullman, being driven with the engine into the cul-de-sac and badly crushed. The locomotive boiler also burst under the impact. Five crew members seven deadheads and eighteen passengers lost their lives in the pile-up; the engineer was still alive on being dragged out of the wreckage but died within five minutes. Engine foreman Bayreuther survived with severe injuries. The last car only, although derailed, remained approximately on its track and in proper alignment. It was occupied by thirty-five Chinese being deported from the country. They were not allowed to leave the car and sat stoically in the midst of all the excitement over the crash.

“Since the apparent speed of the train was still considerably less than the overturning speed on the curve, and Bayreuther’s evidence, offered after his long convalescence, was somewhat indefinite, the precise cause of derailment could only be surmised, but it cannot be doubted that excessive speed on the curve was basically responsible. Engineer Earl at this time lacked only one month of his seventy-fourth birthday. It is reasonable to believe, in the absence of a better explanation, that his reactions may have become somewhat confused by his age, and he may also have been unnerved by the presence of Bayreuther on the deck.” (Shaw, Robert B. Down Brakes: A History of Railway Accidents… 1961, pp. 351-354.)

Wikipedia: April 19, 1940 – United States – Little Falls Gulf Curve crash of 1940 – Little Falls, New York…The New York Central Lake Shore Limited, running from New York City to Chicago derailed due to excessive speed on a curve killing 31 and injuring nearly 140. The train had left Albany 21 minutes behind schedule and the engineer was trying to make up time.”

Newspapers

April 20: “Little Falls, April 20 (AP). – The New York-Chicago Lake Shore Limited, roaring westward along the Mohawk Valley 15 minutes behind schedule, hurtled the rails shortly before midnight last night carrying 25 persons to death, according to official estimates, and leaving 100 injured….

“With most of the 250 to 300 passengers asleep, nine cars of the 16-car New York Central fast express were turned in a flash into a mass of twisted steel as they were derailed on a wide curve and piled up for a half mile along the main east-west highway and the Albany-Buffalo Barge Canal.

“Only 11 of 22 bodies recovered and been identified 12 hours after the accident as rescuers worked feverishly in a drizzling rain. Three more bodies were still in the wreckage, the New York Central said.

“Railroad men, investigating the New York Central’s first passenger fatality in 13 years, voiced belief the train taking the curve at high speed sprung a rail.

“The line’s New York City office said in a statement that regulations call for operation of trains around the curve at 45 miles per hour and that the speedometer tape taken from the wrecked locomotive indicated the train was doing 59 miles per hour.

“It was a six degree curve, the sharpest on the Central system, the office said. The last accident there was 40 years ago….

“The locomotive plunged across the highway into a rock embankment, tossing Fireman J. Y. Smith, Schenectady, to instant death and pinning Engineer Jesse Earl, Albany, in a battered cab where he died three hours later from loss of blood and two fractures….” (Associated Press. “25 Killed, 100 Injured in Little Falls Wreck.” Syracuse Herald-Journal, NY. 4-20-1940, p. 1.)

April 20: “Little Falls. – Rescue workers, aided by searchlights and watched by thousands of spectators, tonight extricated more torn bodies from the twisted steel wreckage of the crack express, the Lake Shore Limited.

“Twenty-seven bodies had been removed – five after dusk – and workers said that in the shambles of two Pullmans they could see the twisted bodies of four other victims of the smashup. A death toll of at least 31 was indicated by police. The injured numbered more than 100, and hospitals throughout this area were crowded.

“While the rescue work went on a dispute was developing over the cause of the wreck. New York Central Railroad investigators said that the speedometer tape in the wrecked locomotive showed thee 18-car luxury train – westbound from New York to Chicago – was speeding at 59 miles an hour at the time of the wreck – 11:33 P.M. Friday. Long standing orders called for a maximum speed of 45 M.P.H. at the curve.

“Coroner Fred Sabin said, however, that Andrew Baryreuther – the third man in the cab and the only one to live – had told him before losing consciousness from serious injuries – that ‘we were not going over 45 miles an hour.’ Baryreuther is a foreman of engineers.

“Whatever the speed, the fast train – running 15 minutes behind time as it swung around a curve here below a 200-foot high cliff-smashed up with such force that cars were twisted like tin ribbons….” (Syracuse Herald American, NY. “Rail Wreck Dead Set At 31.” 4-21-1940, p. 1.)

April 22: “Albany, TP – An official investigation into the Lake Shore limited wreck began today behind closed doors. Railroad officials and employes were called before Interstate Commerce commission referees to give testimony. Division Superintendent W. H. Wood of the New York Central presided.

“The chief objective of the inquiry was to find if the train was exceeding the prescribed speed, and whether other factors caused the derailment….

“The discovery of another body late yesterday increased the known death toll to 30 while several severely injured passengers lingered between life and death in nearby hospitals….” (Endicott Daily Bulletin, NY. “Three Agencies Open Probe Into Central Wreck Killing 30.” 4-22-1940, p. 2.)

Sources

Associated Press. “25 Killed, 100 Injured in Little Falls Wreck.” Syracuse Herald-Journal, NY. 4-20-1940, p. 1. Accessed 8-2-2020 at: https://newspaperarchive.com/syracuse-herald-journal-apr-20-1940-p-1/

Cornell, James. The Great International Disaster Book (Third Edition). New York: Charles Scribner’s Sons, 1982.

Endicott Daily Bulletin, NY. “Three Agencies Open Probe Into Central Wreck Killing 30.” 4-22-1940, p. 2. Accessed 8-2-2020 at: https://newspaperarchive.com/endicott-daily-bulletin-apr-22-1940-p-2/

Interstate Commerce Commission. Report of the Director, Bureau of Safety. Accident of the New York Central Railroad, Little Falls, N.Y., April 19, 1940 (Investigation No. 2423). Washington, DC: Interstate Commerce Commission, 6-5-1940. Accessed 8-2-2020 at: https://penneyandkc.wordpress.com/gulf-curve-april-1940-new-york-central-accident/

Nash, Jay Robert. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters from Ancient Times to the Present. New York: Pocket Books, Wallaby, 1977, 792 pages.

Reed, Robert C. Train Wrecks: A Pictorial History of Accidents on The Main Line. New York: Bonanza Books, 1968.

Shaw, Robert B. Down Brakes: A History of Railway Accidents, Safety Precautions and Operating Practices in the United States. London & Geneva: P.R. MacMillan Limited, 1961.

Syracuse Herald American, NY. “Rail Wreck Dead Set At 31.” 4-21-1940, p. 1. Accessed 8-2-2020 at: https://newspaperarchive.com/syracuse-herald-american-apr-21-1940-p-1/

Wikipedia. “List of Rail Accidents (Pre-1950).” 7-21-2020. Accessed 8-1-2020 at: http://en.wikipedia.org/wiki/List_of_pre-1950_rail_accidents