This was a deadly wreck, a head on between a KCS freight, and a streamlined passenger train. The accident happend on the KCS line at Tipton Ford, Missori ( Neosho,Mo. area)
The death toll was in excess of fourty souls of the some eighty on board ;different accounts/different totals. The accident was shrouded in mystery as to events that caused it; the M&NA conductor was thought to have ignored the stop at a passing siding,Tipton Ford; because he had not received the train orderr to pass the KCS freight at Tipton Ford. The station agent fior Neosho Station later produced a signed copy of the receipt for the Train Order. The signature was porported to not be the M&NA conductor's {Mr. S.A. Nicholas, a long time,senior conductor).
The KCS train was on home rails and had the right of way; the locomotive and the streamliner hit at approox 6PM onAug 5,1914.. The impact pushed the passenger train back several hundred feet and it was destroyed when the fuel tanks burst and the train was incinerated.
Locally, there seems to be some confusion as to the nature of the M&NA train. recently, a report in The Joplin Globe seemed to be of the opinion it was a one car train on the M&NA. My feeling is that the M&NA train was an early streamlined train. I been told there was a daily streamliner that connected Joplin, Mo., Harrison, Ark and treminated at Helena, Ark. as well as the interim stations on the line.
Can anyone provide the info as to manufacturer of the M&NA streamliner? The train's Name? One individual said that it originated in Kansas City and terminated in Helena, Ark. I don't know. It seems to be a pretty interesting piece of history on what was then a fairly successful regional railroad..
Any information would be appreciated, Thanks in advance/
The M&NA operated via KCS trackage rights from Neosho to Joplin, terminating service there. The M&NA track from Wayne to Neosho opened only six years prior to the wreck.
This website is still in its early developing stages, and as yet they don't have any pertinent information you seek. Perhaps the site owner might be able to offer further assistance. http://www.northarkansasline.org/
The report of the ICC's investigation of this accident follows. The M&NA train was a gas electric dooclebug (probably a McKeen) running between Joplin, MO and Harrison, AR. "This accident was caused by" (M&NA) "train No. 209 failing to wait at Tipton Ford for" (KCS) "train first No. 56, as directed by order No. 84.
Mark
INTERSTATE COMMERCE COMMISSION.
REPORT OF THE CHIEF OF THE DIVISION OF SAFETY COVERING HIS INVESTIGATION OF AN ACCIDENT WHICH OCCURRED ON THE KANSAS CITY SOUTHERN RAILWAY NEAR TIPTON FORD, MO., ON AUGUST 5, 1914.
SEPTEMBER 19, 1914.
To the COMMISSION:
On August 5, 1914, there was a head-end collision between a gasoline motor car and a passenger train on the Kansas City Southern Railway near Tipton Ford, Mo., resulting in the death of 38 passengers and 5 employees and the injury of 34 passengers and 4 employees. After investigation as to the nature and cause of this accident, I beg to submit the following report:
Missouri & North Arkansas passenger train No. 209, operating between Joplin, Mo., and Harrison, Ark., consisted of motor car No. 103, and was in charge of Conductor Nicholas and Motorman Ratliff. This train left Joplin at 5.30 p.m., 1 hour and 15 minutes late, and at 6 p.m. collided with train first No. 56 at a point about 3,500 feet south of the south switch at Tipton Ford while running at a speed of about 35 miles per hour. Motor car No. 103 was a gas-electric motor car of light steel construction, 70 feet long, weighing 47 tons, with a seating capacity of about 65 persons. It had a carrying capacity of 150 gallons of gasoline, and at the time of the collision carried about 105 gallons.
Kansas City Southern passenger train, first No. 56, operating between Heavenor, Okla., and Pittsburgh, Kans., consisted of mail and baggage car No. 38, baggage and express car No. 21, baggage and express car No. 3, express car No. 1709, day coach No. 159, chair car No. 277, and one Pullman sleeping car, hauled by locomotive No. 805, and was in charge of Conductor Sisk and Engineman Brennan. Cars Nos. 38, 21, 1709, and 277 had steel underframes, while the remainder of the cars were of wooden construction. This train left Neosho, Mo., 8 1/2 miles south of the point of accident, at 5.40 p.m. 3 hours and 15 minutes late, and at 6 p.m. collided with train No. 209 while running at a speed of about 35 miles per hour.
Motor car No. 103 was totally destroyed. Locomotive No. 805 and two baggage cars broke from the remainder of the train, the locomotive telescoping the motor car about 20 feet and shoving it back 651 feet, where they came to rest in an upright position with the rear wheels of the engine truck derailed and the front truck of the motor car pushed back under the car. The collision caused the pipes and tanks carrying the gasoline to burst, permitting its ignition, at once enveloping the entire car in flames, making the work of rescue impossible. Many of the passengers were burnt beyond recognition.
link to image
Illustration No. 1 shows motor car No. 103 after being rolled over and pulled north 132 feet to clear the track.
Illustration No. 2 is a photograph of motor car No. 103 taken some time prior to the accident.
The division on which this accident occurred is a single-track line, with train movements governed by the train-order system, without block signals. Missouri & North Arkansas Railroad trains operate over this line from Joplin, Mo., to Neosho, Mo., a distance of 19.6 miles, under the operating rules of the Kansas City Southern Railway. The weather at the time was clear.
This accident occurred on a tangent 550 feet in length with practically level track. There is a 2 degrees curve leading to the east 160 feet south of the point of accident, while 390 feet north of the point of accident there is a 5 degrees curve leading to the cast. Approaching the point of collision from opposite directions engineman have an unobstructed view of each other for 900 feet.
Illustration No. 3 is a view looking toward the south, showing the wrecked motor car and the curve near which this accident occurred.
On the day of the accident the dispatcher at Pittsburg, Kans., addressed train order No. 84 to train No. 209 at Joplin, the order reading as follows:
First No. 56 meet No. 209 at Tipton Ford and wait at Tipton Ford until 5.50 p. m. Saginaw 6 p. m. for extra No. 563 south.
Operator Hadley, on duty at Joplin, stated that he handled several train orders for train No. 209 on August 5, including train order No. 84, all of which were delivered to Conductor Nicholas of that train and signed by the latter in his presence. He stated that he personally delivered two copies of train order No. 84 to Conductor Nicholas after receiving his signature, and produced carbon copies of this order bearing the conductor's signature. He did not see the motorman at all and could not say whether or not the conductor delivered the order to him. He stated that this order was first signed by Conductor Gibson and made complete at 5.05 p. m., after sending his signature to the dispatcher at Pittsburg, Kans., and was made complete in the same manner at 5.08 p. m. after Conductor Nicholas had signed it. Operator Hadley further stated that the order numbers were placed on the clearance card, but did not know whether the conductor checked of the orders against the numbers thereon. About 10 or 15 minutes after train No. 209 left Joplin he started to report that train to the dispatcher at Pittsburg; but noted that it had not been registered out, whereupon he informed the dispatcher of the fact, stating that it left at 5.30 p. m., to which the dispatcher replied "O. K." After the accident train No. 209 was registered by Mr. Lucas, superintendent of terminals. This was the first time he had known Conductor Nicholas to fail to register his, train. Operator Hadley was positive in his statements that Conductor Nicholas signed the orders and received them, but stated that they, were not read back to him by the conductor after he received them.
Train Dispatcher Sebring, located at Pittsburg, Kans, stated that he was on duty at the time of the accident and issued train order No. 84. This order was repeated back to him by Operator Hadley, at 4.53 p. m., and made complete at 5.08 p.m., which is done on all orders of this kind after the conductors of the trains to which they are to be delivered sign them. About 5.40 p.m. he asked Operator Hadley for a report on train No 209, and was informed that the conductor had failed to register it out, but that it left at 5.30 p. m. He asked Operator Hadley if the crew of No. 209 had received train order No. 81, and was informed that they had. He asked the operator to repeat the order, his object being to reassure himself that no mistake had been made. The first information he had regarding the accident was at 6.10 p.m. He further stated that he had transacted considerable train-order business with Operator Hadley and found his work to be first class.
Superintendent of Terminals Lucas, in the employ of the Joplin Union Depot Co., stated that Operator Hadley entered the employ of his company on July 25, 1914. He employed Operator Hadley upon his own statement as to his experience and qualifications, and stated that his service was very satisfactory. He further stated that he was personally acquainted with Conductor Nicholas and Motorman Ratliff, and there was no question in his mind as to their qualifications. He was at his home when informed by telephone of the accident by the ticket agent at Joplin, and when he arrived at the telegraph office and looked at the train register he noticed that train No. 209 had not been registered out. In order to keep correct the record of wheelage through Joplin Union Depot, Mr. Lucas registered train No. 209. He asked the operator for the orders for train No. 209, picked up train order No 84 and noticed the name of Conductor Nicholas on it, but could not say whether or not it was his signature. However, he was satisfied in his own mind that Operator Hadley delivered a copy of train order No. 84 to Conductor Nicholas.
ACCIDENT NEAR TIPTON FORD, MO., AUGUST 5, 1914.
Conductor Gibson, of extra 563, stated that his train arrived at Joplin about 4.40 p.m., and he went into the telegraph office at that place about 4.55 p.m. or 5 p.m. to register his train, and while there received a copy of train order No. 84. When he had finished registering he saw Conductor Nicholas and pushed the register toward him. After receiving train order No. 84, Conductor Gibson left the telegraph office about 5.05 p.m., and at that time Conductor Nicholas was standing at the register, apparently checking it. He did not see Conductor Nicholas receive a copy of train order No. 84.
Conductor Morris, of the Missouri, Kansas & Texas Railway, stated that he saw Conductor Nicholas in the telegraph office at the register table about 5.05 p.m. or 5.10 p.m., apparently registering his train, but could not say definitely what he was doing. He did not see him sign for any orders, but Conductor Nicholas was still standing at the operator's counter when, he left the office.
Conductor Hailey, of the Missouri, Kansas & Texas Railway, stated that he Saw Conductor Nicholas in the telegraph office at Joplin about 5.20 p.m. or 5.25 p.m. He first saw him at the register and thought he was registering, but paid no particular attention to him. He saw Conductor Nicholas with a bundle of papers in his hand, but could not say whether they were orders or something else. He saw Conductor Nicholas and a man he supposed was the motorman walk together toward train No. 209.
L. S. Wells, a hackman at Joplin, stated that he saw Conductor Nicholas at the operator's desk at Joplin shortly after 5 o'clock and saw him reach over on the board in front of the operator and get some papers, but he did not know what the papers were, nor did he see him do any writing. He stated, however, that he did not know exactly what business Conductor Nicholas transacted with the operator.
Fireman Walters, of train first No. 56, stated that the speed of his train at the time of the accident was about 35 miles per hour, and the engineman had only sufficient time to shut off steam, apply the air, and start for the gangway before the collision occurred. The gasoline tank on the motor car seemed to burst, throwing gasoline back over the locomotive and allowing it to ignite from the fire box. He was on the scat box on the outside of the curve and did not see the motor car until the engineman called to him.
Line foreman Laudeback, of the Missouri & North Arkansas Railway, stated that he was a passenger on train No. 209 at the time of the collision, riding on the rear platform, and had no warning of the collision, as there was no application of the air brakes prior to the crash. He stated that the whistle was sounded for Tipton Ford and train No. 209 passed there at a speed of about 35 miles per hour. He succeeded in rescuing several passengers from the motor car before the fire made it impossible to the work. He then went to a telephone and advised the railroad officials of the wreck. He knew both Conductor Nicholas and Motorman Ratliff well and considered them careful men.
This accident was caused by train No. 209 failing to wait at Tipton Ford for train first No. 56, as directed by order No. 84.
While at the hearing before the Public Service Commission of Missouri the question was raised as to whether or not the name " Nicholas " on the carbon copy of train order No. 84, furnished by Operator Hadley, was the signature of Conductor Nicholas, there was no positive or direct evidence that the signature was not genuine. While a number of persons saw Conductor Nicholas with papers in his hand at the register and when leaving it, no person saw him sign or receive train order No. 84 except Operator Hadley, who is positive in his statements that he signed and received this order at Joplin. On account of the entire crew of train No. 209 being killed in the collision and their bodies cremated, no evidence is procurable as to the reason why the direction contained in order No. 84 was not obeyed by them.
Conductor Nicholas entered the service of the Missouri & North Arkansas Railroad as a brakeman on January 17, 1901, and was promoted to conductor on April 1, 1901. In June, 1901 he left the service, but was reinstated as conductor in April, 1902. On November 15, 1906, he was promoted to superintendent, but resigned that position September 12, 1908, and resumed work as a passenger conductor. His record was good.
Operator Hadley is 29 years of age and secured his first position as an operator in 1903, since which time he had been in the employ of eight different railroad companies. It further appeared that when he first became a telegrapher he was discharged by the Atchison, Topeka & Santa Fe Railway at Holly, Colo., for failure to deliver a train order. He entered the employ of the Joplin Terminal Co. about July 22, 1914, and had been rendering satisfactory service.
This is the first accident investigated by the commission wherein a gasoline motor car was involved. On account of the fire caused by ignition of this highly inflammable substance, the casualty list in this accident was much larger than it otherwise would have been. The rapidly increasing use of these motor cars, carrying large quantities of gasoline, introduces such an additional element of danger as to demand extraordinary precautions against the possibility of collisions wherever such cars are used.
As previously noted, no block-signal system is in use on the Kansas City Southern Railway. It appears also from the facts developed in this investigation that even the inherently weak train-order system is not used at its highest degree of efficiency on this railroad. Rule No. 208 of the Kansas City Southern Railway book of rules provides for the placing of a meet order at the designated meeting point " when practicable." It was obviously not practicable to use the middle order in this case, for the reason that no operator was stationed at Tipton Ford.
The 20 miles of track between Joplin and Neosho is used jointly by trains of the Kansas City Southern and Missouri & North Arkansas Railroads. Four first-class and two third-class trains of the latter road are, scheduled to pass over this section of track daily, subject to the operating rules of the Kansas City Southern Railway. There are two passing tracks between Joplin and Neosho and it must frequently become necessary to require trains to meet at those points: yet no operator is employed at either place, and it is thus rendered impossible to use the middle order at meeting points on this section of track.
Respectfully submitted.
H. W. BELNAP,
Chief Division of Safety.
This is an intersting read,since the conductor on the KCS pass.train shares my last name...
Thanks for posting it !
Appreciate the response, Mark.
Several years back I came across a book by a man named Grace, on the Missour and North Arkansas RR. There was a chapter in that book that referenced the motor car set involved the the Wreck at Tipton Ford, Mo. The book also contained a photo that as I remember showed a streamlined trainset sort of in the pattern of the Gulf,Mobile and Northern, 'Rebels'. It truly appeared modern for 1914, particularly on a regional railroad of that early 20th century.
This was recently mentioned in an article in the Joplin Globe, by Derek Stillman; a recently done mural in the United Methodist Church of Neosho, Mo. memoralizing the Wreck and its aftermath. Some eight people were on the M&NA train when it hit the KCS freight with an estimated combined speed of some 70 mph. The motor's fuel was scattereed over the KCS engine and the M&NA train, whose consist was incinerated, along with the crew and some fourty one souls. The passengers were a large part of the Black community of Neosho, Mo. on their way back from the Celebration, at Joplin, of Emancipation Day. In that segregated time in our country it was remarkable that the community pulled together to rescue, and treat the passengers without regard to their skin color.
The M&NA was a regional line, whose original trackage was from the Frisco connection at Seligman, Mo to Eureka Springs, Ark. Later building west to the KCS connection at Neosho, Mo. From Eureka Springs it built through extremely hilly terraine to another vacation spot at Calico Rock and on to Harrison Ark, the central division point. Later it went on to the Mississippi River at Helena, ark and a connection, by ferryboat, to the Illinois Central's river line at Friar's Point, Ms,( on the old Y&MV RR ).
Part of the M&NA still exists at Eureka Springs. Some equipment and track, it may still be operated as a tourist line, I'm not sure about that at this time,though.
samfp1943 Appreciate the response, Mark. Several years back I came across a book by a man named Grace, on the Missour and North Arkansas RR. There was a chapter in that book that referenced the motor car set involved the the Wreck at Tipton Ford, Mo. The book also contained a photo that as I remember showed a streamlined trainset sort of in the pattern of the Gulf,Mobile and Northern, 'Rebels'. It truly appeared modern for 1914, particularly on a regional railroad of that early 20th century.
Sam,
M&NA motor car No.103, which was involved in this wreck was not streamlined. In the ICC accident report there are links to three photos of this car, two after the wreck and one before, but unfortunately these can't be opened from the version I copied and pasted in my prior reply. To view them search Google for ICC Accident Reports and open the first site that is listed, Online Digital Special Collections Library. Scroll down and click on ICC Historial Railroad Investigation Reports, scroll down again and click on 1914 and finally scroll down and click on the first Kansas City Southern listing. With the accident report open you can click on the links to images and view the photos. I had previously thought No. 103 was a McKeen motor car but after looking at the photo again I think it was more likely a product of the J.G. Brill Co. of Philadelphia.
The M&NA was reorganized in 1936 and became the Missouri & Arkansas RR. Sometime in the 1930's (I'm not sure whether it was before or after the reorganization) the road did acquire several streamlined motor cars. These I think were ACF "motorailers" and are the streamlined units you have in mind. To see a pic of one of these cars go to:
http://northarkansasline.org/motorcar726-1215.jpg
Mark: Appnrently, the afore mentioned book is the source for some misunderstanding. It shows the photo of the ACF manufactured motocar as the vehicle involved in the Tipton Ford accident. I think there might have been some confuson on the part of Mr. J.R. Fair, the author , The Book was : The Arkansas Line: A story of the Missouri and North Arkansas Railroad.
THe motor car #103 was a single car vehicle, built by GE and sold at a $26,000.00 price tag to the M&NA at 74 feet and 74 tons it was capable of seating up to eight people. At any rate, a combined closure speed of 70 mph would have destroyed a light metal constructed vehicle. The KCS loco was apparently the lesser damaged even after pushing the wreck down track +630 feet.
Hey All,
If you have the book,"Interurbans Without Wires" by Edmond Keilty, It shows a GE manufactures list that indicates the sister car 102 was sold to the M&NA so,Im assuming that the 103 was a GE motorcar, and looking at the before shot and looking at the GE standard car they look identical..Most of the bodies were blt by Wason 70' long with a seating cap.of 85..This book is very thorough...
I love these old doodlebugs and these kinds of stories...
samfp1943 The M&NA was a regional line, whose original trackage was from the Frisco connection at Seligman, Mo to Eureka Springs, Ark. Later building west to the KCS connection at Neosho, Mo. From Eureka Springs it built through extremely hilly terrain to another vacation spot at Calico Rock and on to Harrison Ark, the central division point. Later it went on to the Mississippi River at Helena, ark and a connection, by ferryboat, to the Illinois Central's river line at Friar's Point, Ms,( on the old Y&MV RR ). Part of the M&NA still exists at Eureka Springs. Some equipment and track, it may still be operated as a tourist line, I'm not sure about that at this time,though.
The M&NA was a regional line, whose original trackage was from the Frisco connection at Seligman, Mo to Eureka Springs, Ark. Later building west to the KCS connection at Neosho, Mo. From Eureka Springs it built through extremely hilly terrain to another vacation spot at Calico Rock and on to Harrison Ark, the central division point. Later it went on to the Mississippi River at Helena, ark and a connection, by ferryboat, to the Illinois Central's river line at Friar's Point, Ms,( on the old Y&MV RR ).
At the risk of being rude, please allow me to correct some of the railroad's location information. It appears that the Missouri & North Arkansas (also known as the Missouri & Arkansas and the Arkansas & Ozarks) of historical fame is being confused with the route of the present day Missouri & Northern Arkansas.
The Missouri & North Arkansas railroad ran from the interchange at Seligman, Missouri southeast into Arkansas. A branch line served the resort town of Eureka Springs. The line then traversed the Ozark Mountains through the towns of Berryville, Harrison (the HQ), Marshall, Heber Springs, Searcy, and then to West Helena.
When the accident occurred at Tipton Ford the motor car was using the KCS right of way for its western most terminus in Kensett, Missouri. Details of the accident are described in James R. Fair, Jr.'s excellent book The North Arkansas Line.
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The Missouri & Northern Arkansas is a modern regional railroad which operates the Missouri Pacific's old White River branch. The line runs from Newport, Arkansas, northwest through Batesville, Calico Rock, Bergman (only 20 miles away from Harrison) Branson, Joplin, and up to Kansas City.
http://en.wikipedia.org/wiki/Missouri_and_Northern_Arkansas_Railroad
The Tipton Ford accident is indeed an interesting and tragic event. It was one of the contributing factors to the railroad's bankruptcy a short time later.
The Cedar Branch & Western--The Hillbilly Line!
You may find more information on this wreck on the General Discussion (Classic Trains) forum, the Classic Railroad Quiz thread.
Johnny
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