On the night of February 6, 1871, a New York Central and Hudson River Railroad freight train partially derailed as it crossed a bridge over the mouth of Wappinger Creek at the hamlet of New Hamburg, New York, United States. When they realized what had happened, the freight's crew attempted to signal a passenger train coming in the opposite direction, but while its crew saw the signals they were unable to stop in time. The resulting collision on the bridge ignited oil in the freight's tank cars, causing a fire that collapsed the bridge and killed 22, all either passengers on that train or part of its crew.
Many factors led to the disaster. The night was particularly cold, leaving the metal parts of the train and some of the rails brittle. Members of the freight crew had not been where they were required to be, and the train's conductor had not followed a recent safety procedure meant to improve communication between the caboose and the engineer. The passenger train's brakes were not ideal for stopping the train in the time necessary to avert the crash.
A coroner's jury blamed the crash on the engineer of the passenger train, who had been killed. Committees of both houses of the state legislature later heard testimony from survivors, but were more circumspect in assigning fault. A report intended to be the final word on the accident was destroyed in a fire before it could be published, and so no vote was taken before the legislature adjourned for the year.
It was midway through a two-week cold wave gripping the Northeast, including the Hudson Valley. Overnight lows had been below 0°F (−18°C), and the night of February 6 was no exception. Iron, such as the trucks of railcars at that time, where the wheels and axles were located, was prone to becoming brittle in the severe cold. The heavy weight of the oil cars would put further stress on their trucks, and accordingly Edgar Underwood made sure they were inspected before departure for any faults or cracks. However, he disregarded another recent company safety requirement, that a bell rope be strung from the caboose to the locomotive. The purpose was to allow the crew to the rear of the train to signal the engineer if there was some problem requiring the train be stopped, but Underwood believed it would be ineffective on a train as long as Number 3.[3]
At 8:06 p.m. that evening, the railroad's Pacific Express passenger train left 30th Street Station in Manhattan, bound for Buffalo and points west. It consisted of eight cars, five of which were large Wagner sleepers. The frigid temperatures also affected its operations. Even though the Pacific Express had left Manhattan six minutes late, the railroad superintendent, John Toucey, told the engineer, Edward "Doc" Simmons, not to try to make up the lost time with increased speed, since the cold would possibly render some older iron sections of the track brittle and more prone to derailments.[2][3][4]
On the Number 3, the Underwoods and the other brakeman all huddled in the caboose. Normally the brakemen would alternate tours of the train, during which they would not only be available to set or release brakes in a potential emergency but could spot those problems when they developed.[3] But on this night Edgar Underwood, who expected only another routine run, told his brakemen to stay in the caboose and keep warm. Charles would later testify that the tank cars were difficult to walk on or around, and it was also too dangerous to carry a light when doing so.[5]
The Pacific Express stopped at Dobbs Ferry to let a passenger off. By the time it reached Peekskill it was 17 minutes behind schedule. Further upriver, when it reached Fishkill Landing, a few miles south of New Hamburg, its punctuality had not improved. The fireman later said the engine "just wasn't steaming right", due to either poor-quality coal, the cold weather, or a combination of both. Simmons, by some accounts, seemed to have decided to ignore Toucey's admonition to put safety first; the train was reportedly reaching speeds of 40mph (64km/h), near the highest possible at that time.[3]
Initial derailment
Around 10:17 p.m., the switchman, Dan Carroll, from Hamburg station observed sparks coming from the wheels of the oil cars of the No. 3. This was a sign that an axle had broken and Carroll warned Charles who was in the caboose. Unfortunately, there was no bell rope installed on the train meaning that the occupants of the caboose could not inform the engineer of any impending danger. The oil cars started to derail and overturn after they struck a beam of the nearby drawbridge over Wappinger Creek.[2]
The derailed oil tanker cars lied directly on the path of the northbound Pacific Express.[4] Edgar Underwood and a flagman at the station then raced to set up two bright red lights signifying any oncoming trains to stop immediately.[2]
Collision and fire
Simmons and Mooney both noticed the red lights and applied the brakes; however, the brakes proved to be insignificant as they had been designed to stop coaches, not sleeper cars as the Pacific Express had been hauling. In a last-ditch effort, the Pacific Express threw the train into reverse, but it was too late and collision between the train and overturned oil car was imminent.[2]
Upon colliding, the oil car exploded into a fireball. The force of the blast and ensuing fire destroyed the drawbridge sending the Pacific Express and several passenger cars into the frozen river below. Supports from the burning bridge also fell down on the waterlogged wreckage, further submerging it in the icy river.[4]
Recovery and rescue
Immediately following the collision, a train with a crane was dispatched to clear the site. However, 22 victims had lost their lives including both crewman of the Pacific Express.[2] An article from the Brockport Republic identified following victims:[4]
George S. Benedict, Cleveland;
Gillett, Buffalo;
Arthur W. Pease and wife, Buffalo;
Lucius A. Root, Buffalo;
Germaine;
Rev, Morrel Fowler, wife and three children;
Dr. Samuel J. G. Nancreede;
Robert Vosburgh, porter of the Wagner car;
James Stafford, New York;
U. Forbush, Buffalo;
R. Thompson, New York;
Peter Vosburgh, sleeping car conductor;
M. Currey, Erie County, Pa.;
H. Lowell, New York
Aftermath
A coroner's jury exonerated all parties of blame. In the immediate aftermath of the wreck, laws required all trains to come to a complete stop before entering a drawbridge. However this law proved to be more of a burden than a safety precaution and by 1879, this law was overturned.[4]
Legacy
Accident site, seen in 2024
The New Hamburg disaster inspired poet Benjamin Franklin Taylor to pen 'The Hero of New Hamburg' honoring the bravery of Simmons and Mooney for their effort to stop the Pacific Express.[2]
Legends of the accident also surround the nearby John Lawson House. According to locals, the mannequins seated on the porch of the house are said to be haunted by the victims of the 1871 tragedy. One legend even states that the mannequins will even position themselves facing towards the drawbridge where the accident occurred.[6]
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