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the blocks overlapped; meaning that protection would have been provided by two stop signals (rather than just one) as well as the caution, hence one signal missed would not then have resulted a disaster. Finally, the safety of all-steel cars was highlighted over wooden construction as only two people were killed in the steel car, "the substitution of all steel equipment for wooden equipment in high speed passenger service shall be required at the earliest practical date".
257:-type engine, also travelling from Hoboken to Buffalo, departed Elmira at 5:00 a.m. For some reason the engineer, William Schroeder, ignored two signals, one at caution and one at danger and plowed into the back of No.9 at a speed of 60 mph. The rear coach of No.9 was 'completely destroyed', the next one being of steel construction was less damaged only the 'vestibules and platforms on both ends were crushed', however it was 'stripped off its trucks and
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at 12:30 a.m. Moreover, he was late for work that morning, appearing only after two men had been sent to rouse him. Schroeder denied being drunk, stating that he had drunk two gins 'as medicine'. The inquest completed on July 17, 1912, acquitting the
Lackawanna Railroad but holding engineer Schroeder responsible for the crash.
287:
stated "The railroad rules are very strict. The engineers are required to know the location of every signal. That is part of their business. It is their duty to observe every signal, if for any reason, they cannot or do not see it as the train passes, it is their duty to regard it as a danger signal
294:
The investigation also criticized the flagman from No. 9, as unlike the flagman from the freight train, he failed to deploy torpedoes on the track (in his evidence he stated that when he heard No. 11 approaching he lit a fusee and placed it next to the engineman's side of the track and also flagged
270:
At the coroner's inquest it was revealed that 95% of the victims had suffered fractured skulls, the conclusion being that they had their heads out of the windows to try to determine the cause of the delay. The inquest also heard that engineer
Schroeder had appeared drunk the morning of the accident
298:
But as well as attributing blame to individuals the investigation also made a number of recommendations. The regulations guiding the use of torpedoes should be clarified as they rely too greatly on the judgment of rail staff. Automatic block signaling would have provided far greater protection had
261:
the third (wooden) car from the end through two-thirds of its length. All but two of the mail express cars were derailed and whiplashed, bringing down the telegraph poles on both sides of the track; meaning it was an hour before news of the disaster reached
Corning. Meanwhile, hordes of spectators
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investigation, published on July 30, 1912, centered on why No. 11 failed to stop. Schroeder said that the fog was very thick as he approached East
Corning and that "he was able to distinguish signals only by very carefully watching for them, at times they could not be seen a distance of one car
249:
left Elmira at 4:47; it consisted of ten cars hauled by two locomotives. It heeded the signals and came to a halt behind the disabled freight train. The engineer of No.9 decided to assist the freight train and the head locomotive was uncoupled to push the loose cars ahead onto the siding.
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with 55 loaded cars; it experienced steaming problems and at 4:46 a.m. pulled into a siding at East
Corning freight station to investigate. As it was doing so a coupling broke, leaving several cars on the main line. The line operated
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gathered hampering subsequent access by medical and rescue teams. A special relief train arrived from Elmira at 7 a.m. carrying doctors and nurses, but by 9 a.m. injured were still trapped in the wreckage.
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he was "not constantly on the watch for the signals" and did not see the caution signal, the fusee or the flagman; only becoming aware of the train ahead when he was 150 feet from it. A member of the
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the oncoming train with a red flag but the engineman was looking across to the other side of the engine and failed to notice him).
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193:) was a railway accident that occurred at 5.21 a.m. on July 4, 1912, on the
929:
Accidents and incidents involving
Delaware, Lackawanna and Western Railroad
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Meanwhile, train No.11, an eight car mail express pulled by a
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length". He also admitted that due to problems with the
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St. Croix, New
Brunswick, Canada / Vanceboro, Maine, US
415:. transcribed by Stu Beltler. New York. July 4, 1912.
904:
Railway accidents and incidents in New York (state)
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234:on the line to protect the rear of the train.
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409:"Corning (Gibson), NY Train Wreck, Jul 1912"
217:At 3:50 a.m. freight train No.393 left
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195:Delaware, Lackawanna and Western Railroad
131:Delaware, Lackawanna and Western Railroad
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16:1912 railway accident in New York State
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939:Train collisions in the United States
542:Rogers Pass, British Columbia, Canada
419:from the original on December 1, 2008
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7:
560:Aisgill summit, Westmorland, England
623:Guyandotte River, West Virginia, US
197:at East Corning freight station in
658:Exeter, New South Wales, Australia
285:New York Public Service Commission
237:Passenger train No.9 running from
209:, leaving 39 dead and 88 injured.
14:
775:Saint-Michel-de-Maurienne, France
874:
869:
924:Railway accidents involving fog
641:Ais Gill, Westmoreland, England
33:Wreckage of Corning train wreck
798:Little Salkeld, United Kingdom
504:Railway accidents in the 1910s
1:
914:Disasters in New York (state)
781:Shepherdsville, Kentucky, US
465:DL&W Engineer Indicted,
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711:St Bedes Junction, England
536:Wellington, Washington, US
899:Railway accidents in 1912
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728:Boston, Massachusetts, US
456:Corning Engineer Blamed,
427:– via GenDisasters.
266:Inquest and investigation
26:
919:Steuben County, New York
909:1912 in New York (state)
606:Ditton Junction, England
383:Haine, Edgar A. (1993).
324:"The Gibson Train Wreck"
810:Nashville, Tennessee US
763:Houten, the Netherlands
583:Indianola, Nebraska, US
328:New York History Review
224:Automatic Block Signals
149:Signal passed at danger
49:; 112 years ago
828:Brooklyn, New York, US
699:Quintinshill, Scotland
554:Novato, California, US
548:Spring Creek, Iowa, US
530:Nairn, Ontario, Canada
437:: CS1 maint: others (
322:Ennick, Maude (2002).
600:Corning, New York, US
288:and stop the train".
103:42.12361°N 77.01889°W
804:Hammond, Indiana, US
734:Herceghalom, Hungary
664:Carrbridge, Scotland
469:, September 28, 1912
201:three miles east of
751:Edinburgh, Scotland
687:Guadalajara, Mexico
365:"ICC Investigation"
239:Hoboken, New Jersey
189:(also known as the
187:Corning train wreck
108:42.12361; -77.01889
99: /
22:Corning train wreck
845:Vigerslev, Denmark
816:Weesp, Netherlands
577:Hopkinstown, Wales
387:. pp. 79–83.
191:Gibson train wreck
140:Rear-end collision
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635:Bramming, Denmark
629:Chumhill, England
510:Location and date
342:on July 14, 2011.
228:semaphore signals
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76:Corning, New York
47:July 4, 1912
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934:July 1912 events
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847:(1 November)
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822:Getå, Sweden
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730:(7 November)
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421:. Retrieved
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340:the original
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824:(1 October)
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106: /
82:Coordinates
893:Categories
660:(13 March)
556:(8 August)
550:(21 March)
306:References
259:telescoped
155:Statistics
54:1912-07-04
806:(22 June)
666:(18 June)
637:(26 July)
544:(4 March)
538:(1 March)
433:cite news
336:1935-3448
232:torpedoes
94:77°1′08″W
91:42°7′25″N
59:5.21 a.m.
812:(9 July)
765:(7 June)
701:(22 May)
602:(4 July)
585:(29 May)
417:Archived
213:Accident
127:Operator
64:Location
423:July 6,
255:Wootten
243:Buffalo
203:Corning
176:Injured
119:Country
74:, near
52: (
39:Details
391:
334:
219:Elmira
199:Gibson
168:Deaths
160:Trains
880:1920s
867:1900s
241:, to
145:Cause
838:1919
791:1918
744:1917
721:1916
674:1915
651:1914
616:1913
593:1912
570:1911
517:1910
439:link
425:2010
389:ISBN
332:ISSN
274:The
245:and
185:The
44:Date
276:ICC
205:in
895::
435:}}
431:{{
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373:^
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314:^
179:88
171:39
70:,
497:e
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483:v
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397:.
367:.
163:2
56:)
Text is available under the Creative Commons Attribution-ShareAlike License. Additional terms may apply.
