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List of American railroad accidents

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This is a list of the most serious U.S. rail-related accidents (excluding intentional acts such as the 1939 City of San Francisco derailment).

19th century

1830s

  • 1833 Hightstown rail accident, Hightstown, New Jersey; two killed plus 15 injured. Earliest recorded train accident involving the death of passengers.[1][2]
  • 1837 Suffolk head-on collision, Suffolk, Virginia; 3 killed plus dozens injured. Later in the year, a second accident resulted in ten injuries, with two of them ultimately dying.[3]

1850s

1860s

  • 1863 Chunky Creek Train Wreck, Hickory, Mississippi; ~75 killed plus ~25 injured. All but one of the dead were Confederate reinforcements headed for Vicksburg, with the disaster--Mississippi's deadliest rail disaster to date--further hindering the city's defenses against Union forces[12]
  • 1864 Shohola train wreck, Shohola Township, Pennsylvania; ~65 killed plus many more injured. One of the trains was carrying Confederate POWs and Union guards, and citizens of Shohola and nearby Barryville, New York, treated the wounded 'without regard to the colour of their uniforms'[13]
  • 1867 Angola Horror, Angola, New York; 49 killed. Led to the standardization of track gauges in the U.S., as well as advancements in coach brake and heating systems. Deadliest train wreck in New York outside New York City.[14]

1870s

  • 1871 Wappinger Creek trestle disaster, New Hamburg, New York; 22 confirmed killed plus scores unaccounted for. May have a higher number of missing victims than any other U.S. rail disaster to date[15][16][17]
  • 1871 Great Revere train wreck, Revere, Massachusetts; ~30 killed. Victims' and families' crippling lawsuits against the company at fault—the Eastern Railroad—led to its forced merger with arch rival, the Boston & Maine[18]
  • 1876 Ashtabula River Railroad Disaster, Ashtabula/Edgewood, Ohio; 92 killed plus 64 injured. The deadliest U.S. rail disaster of the 19th century--also Ohio's deadliest to date--led to changes in bridge construction code, the replacement of coal and wood stoves with steam heat in coaches, and mandatory federal investigation of all U.S. rail disasters[19]
  • 1877 Pickering Valley wreck, Kimberton, Pennsylvania; 7 killed plus dozens injured. Led Pennsylvania's Supreme Court to formulate a rule that when a railroad accepts money from passengers, an implied contract of care upon the part of the company arises; thus negligence is presumed on the part of the railroad if a passenger is injured[20]
  • 1878 Tariffville train crash, Tariffville, Connecticut; 13 killed plus 70+ injured. Death toll might have been worse if not for what was possibly the first emergency phone call in history[21]
  • 1878 Wollaston disaster, Quincy, Massachusetts; 19 killed and 170 injured[22]

1880s

1890s

20th century

1900s

1910s

  • 1910 FW&WV (Indiana Railroad) collision, Kingsland, Indiana; 35-40 killed. Worst interurban Trolley disaster in U.S history[77][78]
  • 1910 Wellington avalanche, Wellington, Washington; 96 killed. The worst avalanche in U.S. history destroyed two trains and a rail depot[79][80]
  • 1910 Green Mountain train wreck, Green Mountain, Iowa; 52 killed plus scores injured. Remains the state of Iowa's deadliest rail disaster to date[81][82]
  • 1910 Grand Trunk collision, Durand, Michigan; 18+ killed[83]
  • 1911 Indianola train wreck, McCook, Nebraska; 18 killed plus 32 injured. Nebraska's deadliest rail disaster to date[84][85]
  • 1911 Federal Express (train) wreck, Bridgeport, Connecticut; 14 killed. Train was transporting the St. Louis Cardinals baseball team[86][87]
  • 1912 Corning train wreck, Corning (Gibson), New York; 39 killed plus 88 injured. Strongly encouraged use of automatic block signaling and led to mandatory use of steel coaches for high speed passenger rail service[88]
  • 1912 Ligonier Valley Railroad Wilpen disaster, Wilpen Fairgrounds, Pennsylvania; 26 killed plus 29 injured[89][90]
  • 1913 Bar Harbor Express-White Mountain Express collision, New Haven, Connecticut; 21 killed[91]
  • 1914 Missouri and North Arkansas Railroad/Kansas City Southern Railway collision, Tipton Ford, Missouri; 43 killed plus 38 injured. Possibly Missouri's deadliest rail disaster to date[92][93]
  • 1916 Summer Street Bridge disaster, Boston, Massachusetts; 46 killed. Deadliest disaster in Boston's history up to that point and still remains the city's deadliest transport-oriented disaster.
  • 1917 Frisco collision, Kellyville, Oklahoma; 23 killed along with many cattle plus 80 injured. Remains the state of Oklahoma's deadliest rail disaster to date[94]
  • 1917 Shepherdsville train wreck, Shepherdsville, Kentucky; ~50 killed. Remains the state of Kentucky's deadliest rail disaster to date[95][96]
  • 1918 Hammond Circus Train Wreck, Gary/Hammond, Indiana; 86 killed plus 127 injured. Remains Indiana's deadliest rail disaster to date[97]
  • 1918 Great train wreck of 1918, Nashville, Tennessee; 101 killed plus 171 injured. Officially the deadliest U.S. rail disaster to date[98][99]
  • 1918 Malbone Street Wreck, New York City; 95-100 killed plus 100+ injured. Remains the deadliest rail disaster in the History of New York state and the New York City Subway[100][101]
  • 1919 New York Central collision, Byron, New York; 22 killed[102][103]
  • 1919 Onawa train wreck, Onawa, Maine; 23 killed plus 50 injured. Maine's deadliest rail disaster to date[104]

1920s

1930s

  • 1938 Custer Creek train wreck, Saugus, Montana; 47 killed plus 75 injured. Remains the state of Montana's deadliest rail disaster to date[124][125]
  • 1938 South Jordan bus-train crash, South Jordan, Utah; 24 killed plus 15 injured. Led to state and eventually federal law requiring the practice of school buses stopping to look and listen for trains at grade crossings[126]

1940s

1950s

1960s

  • 1960 San Francisco Chief Disaster, Bakersfield, California; 17 killed plus ~60 injured[171]
  • 1961 City of Denver-schoolbus collision, Auburn, Colorado; 20 killed plus 16 injured. Remains Colorado's deadliest traffic accident to date[172][173]
  • 1962 Steelton train derailment, Steelton, Pennsylvania; 19 killed plus 120+ injured[174][175][176]
  • 1963 Chualar bus crash, Chualar, California; 32 killed plus 25 injured. Remains the deadliest U.S. traffic accident to date and California's deadliest to involve a train; also one of a series of events that led to closer scrutiny of migrant labor conditions and fueled the emergence of the chicano and farmworkers labor movements[177][178]
  • 1966 Everett, Massachusetts train crash, Everett, Massachusetts; 13 killed plus 21 injured. Led to further pressure from government officials to phase out any equipment with inward opening doors and lacking emergency exits plus demand to trucks carrying hazardous materials use "designated crossings" only[179][180]
  • 1969 New Canaan Branch collision, Darien, Connecticut; 4 killed plus 40 injured[181][182]

1970s

1980s

1990s

21st century

2000s

2010s

2020s

See also

References

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  2. ^ Shaw (1978), pp. 16–18.
  3. ^ Whittle, C. (2000) [1838]. Prince, Richard E. (ed.). Seaboard Air Line Railway: Steam Boats, Locomotives, and History. Bloomington and Indianapolis: Indiana University Press. p. 7. ISBN 9780253336958.
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  40. ^ "Daily Colonist". archive.org. October 21, 1893. p. 1.
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  62. ^ Coggins, Allen R. (2012). Tennessee Tragedies: Natural, Technological, and Societal Disasters in the Volunteer State. Knoxville, TN: University of Tennessee Press. p. 289. ISBN 9781572338296.
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  70. ^ "One of the Most Disastrous Train Wrecks in the History of the Southern Pacific Railroad Fourteen Coaches Were Derailed Near Colton. Twenty-Six People Are Known to Have Been Killed Outright and Many Are Injured Fatally—An Express Train Ran Into an Open Switch—Most of the Dead Are Italians". The Sacramento Union. Vol. 113, no. 35. March 29, 1907. Retrieved May 19, 2019.
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  103. ^ Aldrich, Mark (1997). Safety First: Technology, Labor, and Business in the Building of American Work Safety, 1870-1939. Baltimore, MD and London: The Johns Hopkins University Press. pp. 202. ISBN 9780801854057. 1919 New York Central collision.
  104. ^ Commission, United States Interstate Commerce Commission: Bureau of Safety and Service (1920). Report of the Chief of the Bureau of Safety Covering the Investigation of an Accident which Occurred on the Canadian Pacific Railway, Near Onawa, Me., Dec. 20, 1919. Washington, DC: United States Interstate Commerce Commission: Bureau of Safety and Service. pp. 1–12.
  105. ^ Bernhard, Nicholas (October 10, 2017). "This Month in Coal Field History: The Labor Day Rail Disaster". Yellow Scene Magazine. Retrieved February 18, 2024. On a hectic Labor Day, 1920, a train full of baseball fans left Louisville, headed for a game in Denver. At the same time, a train left Denver, with riders bound for a long weekend in Eldorado Springs. The Denver train departed before the track was cleared, and the two collided at Globeville, where I-25 and I-70 now meet. Twelve people were killed, half of them from Louisville, and over two hundred were injured.
  106. ^ Egan, Mary Lou (March 14, 2022). "Globeville was Once a Hub for Rail Travel". GES Gazette. Retrieved February 18, 2024. Globeville was at the edge of the Denver city limits… scene of the line's only major wreck, when two cars collided on Labor Day 1920, killing 12 and injuring 214. The holiday may have contributed to the disaster; the cars were overloaded and the motormen called in to handle the extra crowds were inexperienced. The wreck was front page news for weeks…
  107. ^ "The Louisville Times, Volume 72, Number 7, August 7, 1985 - Old-time residents recall 1920 tragedy". www.coloradohistoricnewspapers.org. Retrieved February 18, 2024.
  108. ^ Shook, Steven R. "Invitation to Disaster: The 1921 Porter Train Wreck".
  109. ^ United States Interstate Commerce Commission: Bureau of Safety and Service (1922). Report of the Chief of the Bureau of Safety in Re Investigation of an Accident which Occurred on the Philadelphia & Reading Railway Near Woodmont, Pa., on December 5, 1921. Washington, D.C.: United States Interstate Commerce Commission: Bureau of Safety and Service. pp. 1–20.
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