Train met tragedy on Mississippi River railroad bridge

A railroad bridge was first built over the Mississippi River at Quincy in 1868.
The bridge held one track but needed to accommodate travel in both directions across the river. To do this, a large circle of track was built, along with two other bridges, spanning Quincy Bay.
A train coming from Missouri headed east would cross the Mississippi River Bridge onto Towhead Island (now called Quinsippi Island) where the track curved south, then crossed the bay to Quincy, using the Lower Swing Bridge at the foot of Broadway.
The train track then turned north to the railroad depot at Second and Oak.
To complete the loop and return toward Missouri, the tracks went north to about Cedar Street, where they turned west, crossed the Upper Bay Swing Bridge and crossed Towhead Island, where they completed the circle to cross the Mississippi River Bridge.
It was a giant loop of railroad tracks, crossing two bay bridges, both of which could be opened to allow boat traffic to pass. The two swing bridges operated on a center pivot that turned them from east to west across the river and moved them to a north/south position so that boats could pass on either side.
A series of signals alerted the train when a swing bridge was opened, and railroad procedure dictated that trains stop and wait for an all-clear signal from the bridge operator before proceeding.
One busy bridge tender was responsible for setting signals by hand on each end of the bridge and operating the boiler and engine that swung the bridge open and closed.
There were 22 lights on the Lower Bay Bridge, arranged so that they shone green when the train could cross and red when the bridge was open for barge traffic. These lights had been newly cleaned and fueled on Saturday, Nov. 27, 1915.
When Capt. Wilson of the Gardie Eastman whistled, Charles Frank Clinton, bookbinder, musician and bridge operator, ran 362 feet from one end of the bridge to the other to set the semaphores signaling the train to stop. Then he returned to the bridge house to move the levers to withdraw the tongue rails, raise the cams and open the draw, allowing boat passage into the bay.
The Gardie Eastman was a working boat engaged in dredging and "government river improvement."
Clinton knew the train from St. Louis to St. Paul, Minn., was due and running about 15 minutes late. He worried that opening for the Gardie would add to its delay, but the boat whistled for passage before the train arrived.
In the evening darkness, about that same time, the 90-ton Locomotive 2512, pulling cars carrying mail, baggage, crew and about 200 passengers, crossed onto Towhead Island and slowed to a crawl.
Engineer C.S. Concannon and fireman H. A. Atkins were both experienced railroad men. Cory S. Concannon was a 26-year veteran of the railroad with a wife and three daughters living in Hannibal, Mo.
One of his daughters was married to a newspaper man who had worked at The Herald.
Herman F. Atkins, the fireman, was born and raised in Hannibal. His wife had died two years earlier, leaving him to parent their 15-year-old daughter. Concannon and Atkins had boarded the train at 5:35 in Hannibal to start their shift.
These two experienced men neither halted the train as they should have, nor noticed the open draw of the bridge until it was too late.
Locomotive 2512, wheels locked and shrieking against steel rails, plunged headfirst into the bay, hitting the bridge pier and flipping upside down into about 20 feet of water, facing back to the west.
Bridge tender Clinton said, "…there was a great hissing sound from the water and a cloud of steam as large as this house filled the air and from the center of it there shot a shaft of red light, the reflection from the firebox."
When the locomotive fell, it severed itself and the tender from the rest of the train. When this happened, air brakes on the cars were automatically applied, which locked the wheels on the coaches and fortunately stopped them 15 feet back of the chasm.
Passengers felt only a small jolt. The tender was left hanging, front wheels dangling in air.
Witnesses of the wreck who were in boats on the river immediately looked for the two crewmen in the freezing water, but it would be the next day before their bodies were located and returned to their hometown.
Atkins was found in the cab and Concannon about 25 yards downstream.
Both of their pocket watches had stopped at 6:21. The inquest determined that they died almost instantly from injuries, rather than drowning.
Lucky passengers and crew were safe.
A Daily Journal reported that Mrs. Ed. B. Jones, a new Quincy resident, told a ladies group that "it was some minutes before the passengers realized that an accident had occurred. While great excitement prevailed all were thankful that they had escaped death. The one wish was to get out and walk the rest of the way."
One eyewitness said the train was moving slower than a person could walk, and had there been a few more feet of track, the tragedy would have been averted.
Another engine soon pulled the stranded train back to the river bridge and then across the Upper Bay Bridge into Quincy.
After two days, several false starts, broken chains and cables, divers and two giant railroad wrecking cranes working together, managed to raise the engine above the water line.
Two barges were under the locomotive, and it was floated west to the shore of the island and hauled up the steep slope to the tracks.
The cab was missing, and the front pony-trucks, but both were later pulled from the bay, along with the headlight.
The badly damaged engine was taken to the railroad shop at Hannibal where it was soon repaired and put back into service.
The coroner's jury could fault no one for the wreck. The bridge tender was cleared of any wrongdoing.
The long-delayed train continued its trip to St. Paul, pulled by a different locomotive. But the unlucky train had not finished. According to Quincy passenger Miss Caroline Loveland, before the train arrived at its destination, it struck and killed yet another man as he was crossing the tracks on his way to church.
Beth Lane is the author of "Lies Told Under Oath," the story of the 1912 Pfanschmidt murders near Payson. She is executive director of the Historical Society of Quincy and Adams County.
Sources:
"A History of the CB&Q Quincy Branch, the Northern Cross Route Quincy to Galesburg," Ralph W. Linroth, Mile Post 206 Publishing, Inc. 2015.
"Bandits Dynamite Train to Mexico," Quincy Daily Herald, Nov. 26, 1915.
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"Burlington Route, A History of the Burlington Lines," Richard C. Overton, Alfred A. Knopf, 1965.
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"Tourists Drove Him Crazy," Quincy Daily Journal, Aug. 25, 1909.
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"Was Engineer Unable to Stop His Train Before Engine Went Through Draw?" Quincy Daily Whig, Dec. 1, 1915.
"Where Engine Plunged into Bay," Quincy Daily Herald, Nov. 29, 1915.





