COLLISION ON THE CABLE RAILWAY ON THE BROOKLYN
BRIDGE.
Engineering News, November 21, 1895
The most serious accident which has ever occurred on the Brooklyn
Bridge cable railway was a rear collision soon after 7 a.m. on
Nov. 19, during a heavy fog. Under the present method of operating,
trains arriving at the Brooklyn end at this time of the morning
stop on the curve where the old station was situated, and the
switch engine which has just pushed out a train for New York to
the point where the trains take the cable, comes over on a cross-over,
backs on to the standing train from New York, and pulls it into
the new Brooklyn station, which is just beyond the old one. All
trains for Brooklyn release the cable on the down grade of the
approach, and run by gravity to the station, and, except in the
early morning, run round the curve at the bottom and into the
new station. There is a signal at the end of the bridge structure,
where the bridge joins the approach, and this is operated from
a switch tower at the foot of the grade; and during fogs three
men with lamps and flags are stationed between the tower and the
signal.
The first of the two trains under consideration ran slowly
down the grade beyond the signal, the conductor on the front car
having been warned by a policeman on the roadway that the trains
were running somewhat irregularly on account of the fog. This
train stopped on the curve at the foot of the grade, close to
the tower, waiting for the switch engine to back up and haul it
on into the station. At the same time a flagman on the track at
the switch tower started back with a red lamp to signal the following
train. This next train, composed of four cars, was about 1,500
ft. behind the first train, the trains running at 1¾ minutes
headway at that time of the day, and the speed being 10 miles
per hour. Owing to the fog, the man at the tower could not toll
that the first train had passed the signal until the train had
reached the tower, and the signal was therefore left showing a
clear track while the train was coming down the grade between
the signal and the tower. During this interval the next train
approached, and, finding a white light at the signal, the grips
were released and the train ran at a good speed down the grade.
The man who had gone back from the tower and the first fog man
both showed red lights, but the fog was so dense that the conductor
on the front of the train did not see them until he was close
upon them, when he applied the vacuum-brake and rang the bell
for the other men to apply the brakes on their respective cars
(the brake not being operated continuously as yet, although the
cars are fitted with hose connections). The space interval was
too short, however, to enable the train to be stopped, and it
struck the standing train with considerable force, the platform
of the front car of the running train climbing upon and sliding
over the platform of the rear car of the standing train. This
latter train was nearly empty, but the rear conductor and a passenger
were standing on the rear platform. The door was open, but they
had not time to jump inside the car, and were caught in the wreck.
The conductor had both legs cut off by the platform, and was thrown
back into the middle of the car, while the passenger had one foot
crushed and was pinned against the end of the car. Both men died
soon after being removed from the wreck, and it is noted that
this is the first case of a passenger having been killed in a
train accident on the bridge, although about 400,000,000 passengers
have been carried during the 12½ years since its opening.
Two precautionary measures will now be taken to prevent the
recurrence of such an accident. In the first place, an electric
track connection will be placed about a train length in advance
of the signal above referred to, so that as soon as the rear of
a train has passed that signal a bell will be rung in the tower,
and the towerman will at once throw the signal to danger. In the
second place, while trains are stopped outside the station, more
switch engines will be kept in service, so that there will always
be an engine ready to take on the train, instead of the train
having to wait for the engine which has pushed out an outgoing
train. It may be noted that the cable does not extend into either
the Brooklyn or the New York station, the trains being hauled
out at the rear of the station from the arrival platform, and
pushed back to the departure platform and then pushed on farther
to the point where the cable is picked up. This switching is now
done by steam locomotives, but electric traction is to be experimented
with for this purpose.
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