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Great Train Wreck of 1856: A Pioneering Tragedy In Rail History

Published: January 26, 2025

By: Adam Burns

In the annals of American railroad history, the Great Train Wreck of 1856 stands out as one of the earliest and most tragic accidents, marking a somber chapter in the expansive narrative of rail travel.

Occurring on July 17, 1856 between the Camp Hill Station (which had several names before closing in 1996) and Fort Washington Station the accident resulted in the deaths of between 59 and 67 people, with over 100 injured.

Known locally as The Camp Hill Disaster in Montgomery County and The Picnic Train Tragedy in Philadelphia, it was the deadliest railroad accident worldwide at the time and became a significant historical event, provoking a critical examination of railroad safety practices during the burgeoning era of American industrialization.

North Pennsylvania Railroad

By the mid-19th century, the United States was swiftly becoming a nation of railroads, with iron tracks stretching across the burgeoning nation and transforming the transportation of people and goods. Railroads symbolized progress, economic opportunity, and the American spirit of innovation. However, with expedited growth came complex challenges, chiefly involving safety and operational efficiency.

The push to build a railroad linking Philadelphia and the Lehigh Valley led to the start of the Philadelphia, Easton and Water Gap Railroad Company on April 8, 1852.

This railroad, later renamed the North Pennsylvania Railroad (NPRR) on April 18, 1853, officially began operations on Monday, July 2, 1855, with a special trip from Cohoquinoque station at Front and Willow Streets in Philadelphia to Wissahickon (now known as Ambler) in the northwest outskirts.

This development made it cheaper for farmers to send their produce to distant markets. As a vital means of transporting goods and people, the railroad was quickly becoming key to local business before facing a major wreck. The North Pennsylvania became a component of the Philadelphia & Reading (Reading) via lease on May 14, 1879.

Antecedents to Disaster

On that ill-fated summer day, two excursion trains operated by the NPRR were involved in the collision. 

A key issue was the lack of coherent signaling systems and track-switch technology which were not yet sophisticated in 1856. As a result, the Philadelphia passenger schedule was unaware of an oncoming regular freight train bound for Wissahickon.

St. Michael's Roman Catholic Church in Kensington had plans for an exciting day out for their Sunday School kids, aiming to take them on the "Picnic Special" excursion train. This train was headed to Shaeff's Woods, a picturesque grove near the Wissahickon station (today's Ambler) for a fun-filled picnic.

The trip was scheduled on one of the warmest days of the year, July 17, and everyone was eager for the adventure. The New York Times noted that about 1,100 people were on the train destined to arrive in Wissahickon by 6 a.m.

However, it departed the Cohocksink depot at Master Street and Germantown Avenue at 5:10 a.m., which was a delay of 23 minutes, partly due to the sheer number of passengers.

The Collision

The engine pulling the overloaded train, named Shakamaxon after Kensington's Native American heritage, was piloted by engineer Henry Harris and overseen by conductor Edward F. Hoppel. Dealing with low steam pressure, the locomotive struggled with between 10 and 12 packed cars. Father Daniel Sheridan sat in the lead car with the elder children, while the women and younger ones occupied the rear. The train frequently halted to build up enough pressure to move forward.

Meanwhile, at the Wissahickon station, another train called the Aramingo, managed by conductor William Vanstavoren and engineer William Lee, awaited the Picnic Special’s passage.

The single-track line, operational for just over a year, became the set stage for a mishap due to a lack of telegraphic communication with the Cohoquinoque station. Excursion trains did not adhere to the usual 15-minute waiting rule, feeding into the chaotic mix-up. At 6:15 a.m., the Aramingo, ferrying 20 passengers from Gwynedd, started its journey.

Shakamaxon’s conductor, aiming to compensate for lost time, was aware of the Aramingo's route on the same line and believed they'd pass without issue at Edge Hill's siding. But as Shakamaxon approached a blind curve past Camp Hill Station, it faced a fateful descent.

Simultaneously, Aramingo approached the same curve, both trains unaware of each other's exact positions, despite Harris continually blowing the whistle. As the two trains turned the bend, they suddenly spotted one another, leaving no time to avert disaster. At 6:18 a.m., they collided between Camp Hill station and what is now the Pennsylvania Railroad’s Trenton cut-off crossing over the Bethlehem branch of the Reading Railroad.

The impact was cataclysmic: wooden carriages crumbled, and debris showered the surroundings. The timing could not have been worse, as the passenger cars lacked the structural integrity to withstand such a collision.

Witness accounts describe a scene of harrowing devastation – the sharp splinter of wood, the shattering of glass, and the chaotic cries of the injured and dying, such elements contributed to one of the most traumatic events this burgeoning industry had faced. Rescue efforts were hindered by the disorder, with young medical practices of the time stretched beyond their limits.

Aftermath and Public Reaction

Public reaction was one of shock and deep sorrow. The fundamental trust in this new form of transportation was deeply shaken, prompting widespread debate on safety reform.

Newspapers dubbed it a "horror without parallel" and questioned the predictability and accountability of railway operators. The tragic loss of many young lives at the wreck prompted an overwhelming response of empathy and outrage from across the nation.

The railroad industry faced heightened scrutiny, compelling North Pennsylvania Railroad and other companies to reevaluate their operational protocols and safety measures.

The tragedy highlighted the necessity for strict adherence to schedules and inspired early discussions on the implementation of more sophisticated signaling systems and the standardization of railway time.

Legacy and Reform

A lasting legacy of the Great Train Wreck of 1856 was its influence on railway safety reforms. The installation of telegraphs along railway lines became increasingly common, enabling more robust communication between stations and efficient coordination of train schedules.

Initiatives to standardize track gauges and improve the strength and durability of train cars gradually gained momentum, paving the way for more resilient railway systems.

The wreck also underscored the necessity for public awareness regarding railway travel risks and the importance of oversight by railway companies.

Amidst the inconsolable grief, the tragedy fostered a pioneer mindset towards developing more advanced technologies and practices that would safeguard the millions of passengers who deemed railroads the vanguards of modern transportation.

In subsequent years, the lessons learned from the wreck would contribute significantly to the evolution of the rail industry.

Today, as we reflect on the Great Train Wreck of 1856, it stands as both a somber reminder of past frailties and a testament to human resilience and ingenuity in the face of adversity.

While rail travel has transformed remarkably since then, the memories and lessons of those early days still echo through the corridors of transportation history.