CONDUCTOR DIBBLEE TOOK A DESPERATE CHANCE AND LOST (Bangor Daily News, August 3, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

CONDUCTOR DIBBLEE TOOK A DESPERATE CHANCE AND LOST (Bangor Daily News, August 3, 1911)

Wreck Testimony Shows That Run From Millinocket Was a Gamble With Death. Investigation Conducted by State Board of Railroad Commissioners at Millinocket Wednesday Was Largely Attended.

Conductor W. H. Dibblee of an Aroostook county excursion train unwittingly entered a race with death from Millinocket station to Grindstone, last Friday night and death stretched out its hand and seized the prize.

Unwittingly—mind the word. Bitter things, sinister things, have been said against this man since the wreck. But on the witness stand yesterday he admitted brokenly that he took a chance. “But as surely as I live,” said he, “I thought I had time to make the Grindstone switch and clear for number eight.”

But, unwittingly or not, he raced with death, and the shadow sped out of the blackness of the storm and the wilderness and won.

The cause of the wreck? Simply again, if testimony count, the vacillation, the shifting of the human factor. And again the vacillation of the human factor, no set of rules, rigid as they may be drawn, can avail.

And certainly no drama of railroad mishap in this State ever was unfolded amidst wilder settings than this Grindstone tragedy. Added to the usual horrors of a wreck were savage natural conditions—a raging storm of wind and rain; an isolated and pathetic little station, set down in a sort of clearing in the forest; feeble telegraph and telephone facilities; a right of way bordered by a swamp, with the roadbed itself flanked by sluggish ditch water so deep the lily pads floated on it; no hospital, no hotel, no doctors nor nurses. A forlorn and desolate stage indeed, on which eight men lived the last few moments of their lives—and then yielded them up to the shadow that, was racing with the train!

Railroad men years in the service were asking last night coming down from the hearing, why Dibblee took the chance. Why he tried to make the Grindstone switch with a freight engine and five cars, eight and nineteenths miles in ten minutes and ten seconds, not allowing for stating his train or stopping his train to take the switch. Or, why he rain by the safe refuge of Bowden’s siding, two and a half miles above Millinocket station; or, why, when at 9:05, four minutes before his time was up for reaching the Grindstone siding, and six minutes before the collision—when he admitted to himself that a collision was possible—why didn’t he, instead of shielding his eyes and peering from the baggage car door at a black landscape reeling by with trees bent and rocking in the wind—why didn’t he pull the danger signal, throw out a lantern, and back away out of danger? But the human factor, which looms about 99 per cent large in the eyes of railroad executives, failed, that was all. Dibblee didn’t

And so half Aroostook county is in mourning and down in the machine shop at Milo Junction the hulks of engines 248 and 55 loom up like strange misshapen brutes; while out in the shop yards are the two tenders, frames buckled, the tanks roaring up in the air so that they looked like great rocking-horses with inverted rockers; and there, also, is the combination car, the 84, split and torn, bearing mute testimony to the roughness with which the winner of the race seized his prizes.

All the grim details of the tragedy were rehearsed yesterday in the little hall over the fire engine house in Millinocket, before the railroad commissioners of this state, acting jointly with special investigators of the United States Interstate Commerce Commission.

The hearing began shortly after 10:30 in the morning, lasting until 12:30, when recess was taken until 1:30, and then continued until 5:30, when testimony was concluded. It all pivoted around what Conductor Dibblee said. He told the truth. He related what he did and what he didn’t do, and what he might have done. He was honest, and he was pathetic, and he presented a very perplexing figure. People have said that he was cruel in his coldness, and didn’t realize what the wreck meant. But perhaps they didn’t watch him as he was taking or trying to take, luncheon at the Great Northern yesterday noon. For he fooled with a little soup, took a cup of tea, and then went out of the room with his head bowed.

But what’s the use?

The hearing moved swiftly and smoothly guided by the capable hand of George M. Thompson, county attorney for Penobscot county. The local setting, the court room, was looked out for by ex-Deputy Sheriff Fred Gates, who kept the crowd quiet and cast out by the scruff of the neck a quarrelsome yellow pup who came in seeking a fight. This was the only humorous spot in an otherwise very sad day. For the official inquiry into such a drama as the Grindstone tragedy can be nothing else than sad.

Testimony during the hearing developed the fact from numerous witnesses that the Bangor & Aroostook uses every precaution to insure a wide margin of safety for its trains. Not only is the code of standard rules which has been adopted by the American Railway Association used, but the road has drafted rules of its own, correlative to the standard rules, which make the margin of safety still wider and more secure.

THE HEARING

The hearing commenced at 10:37 o’clock in the municipal court room, in Millinocket, which is located over the fire station. The state railroad commissioners, Messrs. Spofford Keizer and Jones, were seated at the head of the room, with W. D. Anderson and T. W. Roche, representing the interstate commerce commission at their right.

All the general officers of the Bangor & Aroostook were present except President Cram. Vice President Percy R. Todd sat next to Judge Stearns and near him were General Supt. W. M. Brown, and Supt. Hugh Montgomery of the department of motor power and equipment. Supt. W. K. Hallet of the southern division and Trainmaster Darling were also in the group. There were conductors and brakemen and a sprinkling of townspeople. Hon. Ira G. Hersey of Houlton sat with County Attorney Thompson and Judge Stearns, representing Conductor Dibblee.

Chairman Spofford stated the object of the investigation, and explained the presence of the federal investigators, in acting jointly with the State in the inquiry. The official stenographer was then sworn.

County Attorney George S. Thompson of Penobscot called the witnesses who were sworn. There were 13 in the first group.

SUPT. BROWN

The first man to take the stand was William M. Brown, general superintendent of the Bangor & Aroostook. Witness said in part:

“Have been with the railroad since 1892. For Friday last the passenger department authorized an excursion and called on the operating department to arrange for schedule. This was done, and equipment was gathered. Excursion train consisted of an engine and eight passenger cars. At South Lagrange three of these coaches were set off. The train had a running schedule only so far as advertised on the poster. This is the general custom, and train crews are instructed no to exceed it. The conductor of the train was Dibblee, and there were three brakemen from Houlton down and back. Garcelon was the engineer and Gallagher was the firemen.”

On cross-examination by Judge Stearns witness spoke of siding between Millinocket and Grindstone, called Bowden’s siding, extending two and a half miles north of Millinocket. The running schedule was further explained.

J. P. DARLING

Witness is trainmaster of northern division of the Bangor & Aroostook. He presented a set of rules for guidance of train crews. He then explained difference between superior and inferior train, stating that on the night of the collision, number 2, south bound, was superior Witness also stated that passenger trains scheduled in the time cards had right of way over all other trains. There are several classes of trains.

Rule 87 in the general rules read by the witness stated that an inferior train must keep clear of superior train, and if not clear when time has expired, must be protected.

Witness stated that as second section of number seven on the night of the accident, it must clear number eight, a superior train by direction.

This second section must, according to the rule, have cleared number eight at Grindstone. It had, however, as second section of seven, the rights of number seven. Grindstone is a regular scheduled stop for a number eight in the time card.

“Conductor and engineer are equally responsible for the safety of passengers in running a train,” said Mr. Darling.

The rule covering this was read. Witness further stated that this rule is part of standard rules adopted by American Railway Association.

CINDUCTOR IN CHARGE

Mr. Darling then read the rule defining function of conductor, which states that he is in charge of all employees on the train. Every employee on the road has a set of these rules, and, besides, is examined as to their understanding of these rules before he can be promoted.

Witness stated as to how these examinations are conducted. Conductor Dibblee was examined by J. J. Marr, not now with the road. Conductor Nutter, who was in charge of No. 8 the night of the accident, was examined by witness.

Witness was a chief dispatcher on the New York Central before taking position of trainmaster on the Bangor & Aroostook.

On cross examination witness stated that 90 per cent of railroads in the country used standard rules. He knew of no road doing interstate business not using these rules. The Bangor & Aroostook uses additional safeguards to the standard rules to give a greater margin of safety than even the standard code gives. Operators must deliver order to both engineer and conductor and get signatures.

Rules governing regular number seven apply to second section, also. In case second section is two or three hours later than first section, orders are given by dispatcher to help out inferior class trains running against the second section. It was the duty of the second section of number seven, the night of the wreck, to clear number eight at all stations. It must have been at Grindstone at 9:09 o’clock, the night of wreck.

WILLIAM G. TINKER

William G. Tinker, train dispatcher of district number one, was on duty from 3 to 11 o’clock of Friday last. Picked up second section of number seven that night at South Lagrange. Witness pointed out on the train sheet the marks of train eight, and train seven and second seven on the night of wreck. Witness read order he gave second seven at South Lagrange, telling it to run to Millinocket via Medford. This is all witness had to do with running orders to second seven as far as Millinocket. Up to Millinocket, from South Lagrange, according to Mr. Tinker’s testimony, the excursion train had run as an extra but at Millinocket assumed again the rights of second seven. Witness gave further testimony regarding orders issued on his district that night, not affecting second seven.

Witness gave times of departure of number eight from several stations in his district from Oakfield Junction to Grindstone the night of the wreck. Witness had given no orders to number eight, as it was running on schedule.

“Conductor of second seven could use his own judgment at Millinocket,” said the witness, “as to what to do. There were no special orders for the.” Brief cross-examination developed nothing new. First number seven wore signals denoting a second section.

Second seven should have been at Grindstone at 9:09 to clear number eight; that was up to the train and not to the dispatcher.’

CHESTER T. NUTTER

Conductor of number eight the night of the wreck. At Oakfield Junction was told that there was second section to number seven. Made regular stops coming down. We were perhaps half minute late, but were reported on time. We were on time at Grindstone. All watches must compare with standard clocks. My watch as ten seconds fast at Caribou; the engineers was two seconds slow. The certificate of Inspector Adolf Pfaff was offered, showing that the watch of witness was in perfect order.

Crossed first number seven at Littleton. Stopped at Davidson to leave a passenger. We left Grindstone at 9:09-40. There was no operator on duty at the station. There was a switch and turnout about 20 car-lengths south of station. There is a sharp curve to the right going south from Grindstone station.

A northbound and southbound train could not see each other until practically on top of each other on this curve.

The first intimation of trouble was the emergency brakes. The smash came immediately. Rather expected to meet second seven at Grindstone. Witness then described condition of wreck and rescue of passengers. The rear end of number eight when it stopped was on train length south of south switch. Number eight was probably going 20 miles an hour at time of collision.

A rule was read governing action of trains of same class approaching a crossing and Conductor Nutter said that such rules were followed by number eight the night of the wreck.

On cross-examination witness said that he had no definite crossing point with second seven at Grindstone. If he had he would have waited. Brakes worked all right during accident and equipment was first class.

“Mr. Nutt,’ said Judge Sterns, impressively, “are you positive that you did not leave Grindstone a few seconds ahead of time?”

“I am absolutely positive,” said Mr. Nutter.

Chairman Spofford of the Commission then asked Mr. Nutter if Grindstone was not a scheduled meeting place for second seven and number eight.

“It was meeting place according to the rules if second seven could have reached Grindstone at 9:09.”

Mr. Spofford explained that he asked the question at the request of Mr. Hersey representing Dibblee and the inference from what Mr. Spofford said was that possibly blame could be attached to number eight for leaving Grindstone before second seven. Mr. Nutter cleared this up, however.

READS DEPOSITION

At this point a deposition from Wm. J. Orr, injured engineer of the number eight was read.

General Supt. Brown was recalled to the stand and identified and explained a blue print of the vicinity of Grindstone station with the track down across the bridge. The collision occurred 1636 feet or roughly two fifths of a mile from Grindstone station.

On cross-examination Mr. Brown said that Grindstone was not a scheduled crossing for any trains on the 28^th of July.

Another statement was read by Civil Engineer Newbegin regarding grades near Grindstone station in absence of a profile map.

BOWDEN SIDING

Chairman Spofford asked some questions about Bowden. Siding, used by East Millinocket trains, extending two and a half miles from Millinocket station. This siding had been referred to by Gen. supt. Brown in his first testimony.

Supt. W. K. Hallet of the southern division gave further details regarding this siding, which showed that it was available for passenger trains of ten cars and an engine. Any train that cannot make Grindstone can use this siding.

JOHN JOHNSON

Operator at Millinocket. Witness cleared second seven on the night of the wreck, having no special orders for it. Gave clearance cards to both engineers and conductor of second seven. The last order was given to the engineer and conductor a short time after 8:55.

Then Dibblee and Garcelon went out and the train went north. The train register at Millinocket was then identified.

D. S. CHAPLIN

Witness was a brakeman on train eight the night of the wreck. Witness didn’t know of second seven and paid no attention of Grindstone station, as he was acting as baggage master.

Nothing new was brought out by this witness.

HARRY E. JACOBS

Assistant yard master at Millinocket. Had conversation with Engineer Garcelon. Asked if he had anything on number eight or if he was going to Bowden siding.

“He said he was going to Grindstone, “ said Jacobs, “and that he could do it in ten minutes, and could pass eight all right if they didn’t hold him too long for clearance.”

Conversation that I had with Garcelon took place outside the station window.

On cross-examination witness stated that it was 8:58.30 when the train, second seven, left Millinocket. That gave the train only ten minutes to make Grindstone. The clock in Millinocket station is supposed to be standard.

SUPT. MONTGOMERY

Witness gave technical description of appearance of  wreck. Found both engines badly smashed up, but all the cars was on the track with the exception of combination car on excursion train and baggage car of number eight. The tender of engine 55 had been forced completely inside the combination car of excursion train.

On cross-examination witness stated that combination car was what is known as steel sill car and was in good condition. The brake on number 8 was in the emergency, but couldn’t say as to the one on engine 55, as it was broken off.

G. S. DUMPHEY

Telegraph operator at Millinocket. He was on number eight as a passenger. Witness knew that excursion train was running as second seven, as he had seen orders. Witness gave description of wreck, and stated he asked station agent at Grindstone to notify wrecker and doctors. Did not know office hours of men at Grindstone.

J. L. ROBBINS

Station agent at Grindstone. Was in office when first seven came along. Was at the station but not in the office during the evening. Went up when number eight came in to meet a friend, but did not go into the office. Heard a crash down the track when number eight had gone out, but thought the engine had blown out a cylinder head. Witness identified telegraphy reports of accident made by Conductors of both trains.

FATHER OF ENGINEER

P. J. Garcelon, father of Engineer Garcelon who was killed, exhibited the watch of his dead son, which was stopped at 9:10.05, and which Mr. Garcelon took from the body of his son a few minutes after the accident. The witness was treated with great tenderness by attorneys and by the commissioners. He was evidently under great strain.

J. M. FOGG

Pullman conductor. Witness said it was 9:11 when he first looked at his watch after the accident. He described the wreck, but didn’t say what splendid work he and his porter did in helping the injured, and emptying his sleeping car of all linen, and in furnishing hot water for the doctors.

JOHNSON RECALLED

Operator Johnson of Millinocket was recalled and gave farther testimony regarding the clearance given second seven. He thought it would have been impossible for second seven to have left Millinocket at 8:55 because it was not until that time that they were given their first orders. He recalled nothing regarding a conversation between Engineer Garcelon and Yardmaster Jacobs.

DEPUTY MARSHAL STEVENS

United States Deputy Marshal Stevens who assisted Conductor Nutter in getting names of the injured, while shackled to a prisoner whom he was taking to jail, read a list of the names of the passengers which he had secured, stating injuries, in case they were injured.

Sheriff Bryson of Aroostook county, who was a passenger on number eight, told of the impact of the trains, and described the rescue of those pinned in the wreckage.

CONDUCTOR DIBBLEE

It was 3:27 when Conductor H. T. Dibblee took the stand. Witness had been in the employ of the Bangor and Aroostook for about ten year, as spare man, sometimes brakeman, sometimes conductor and sometimes baggage man.

On Friday, July 28 ran the excursion train from Caribou to Kidder’s Point and back as far as the accident.

“When we reached Millinocket that night,” said the witness, “ I asked for an order on number eight at Grindstone before I registered.”

Witness identified station register at Millinocket, and stated that he signed his own and Garcelon’s name. While at Millinocket, witness signed two orders, one as second section of seven, and one running three hours and 45 minutes behind first seven.

“When I thought we were an extra,” he continued, “I asked Johnson for an order against eight, but when I found we were running as second seven, I didn’t think there was any need of it, as eight was superior then only in direction. I found the board against me, and asked the operator if he wouldn’t give me a clearance, and he said he would.

“It was 8:58 and some seconds when we got the clear.

“I asked Garcelon if he could make Grindstone all right, and he said he could, only he complained of the second order making us three hours and 45 minutes behind first seven. When we got the clearance I asked Frank (Garcelon) again, if he could make Grindstone all right. And he said he could.”

In answer to a question by Mr. Thompson, Dibblee said he had about eleven minutes in which to make not quite nine miles between Millinocket and Grindstone.

The county attorney read the rule regarding an inferior train on a single track.

“Do you understand that rule?” asked the county attorney.

“I do now, “ said Dibblee, “ but that night I thought I had ample time to make Grindstone against eight, with 26 seconds to spare before eight left Grindstone.

“As sure as I am alive, “ said Dibblee, “I thought I could clear eight at Grindstone, and I thought I had a right to according to the rules.”

Dibblee said that he had a different understanding of the rule today than last week.

“The first time I thought there might be danger was about 9:05 and I didn’t know exactly where we were until we struck the bridge this side of Grindstone. I went out on the platform at 9:05 to see if I could see where we were. About this time Garcelon, who had been running at high speed, put on the air.

“When we went on the bridge, I jumped to the door, and it was 9:09.10 and I was afraid we would strike eight, but I hoped that we would get onto the straight [?] Iron so the engineers could see each other’s headlight.”

“Did you pull the danger cord?”

asked Mr. Thompson.

“I started to, but then I changed my mind and thought it better not to.”

“Didn’t you think it was dangerous to try to make the run to Grindstone?”

“I didn’t that night, as we wouldn’t have to make 50 miles an hour, but I realize now that it was,” said Dibblee.

Conductor Dibblee was questioned by one of the federal investigators at this point. He bore down hard on Dibblee regarding his knowledge of the rules.

Coming down to the time of the accident Dibblee asserted again that he thought he had time to spare on 50 miles an hour between Millinocket and Grindstone, but he didn’t know how much. Witness said he wasn’t very familiar with the area [?].

“Why didn’t you stop your train and run your flag ahead when you saw you were likely the hit number eight?”

“I had no red lantern in the baggage car, but I had a [?] in the service box,” replied the witness.

“Why did you leave so much responsibility with the engineer?”

“I didn’t leave it with him. I depended more on his judgment than on my own.

“Did you express doubt as to making the Grindstone crossing?”

“I did when I felt Garcelon putting on the air and slowing up.”

“Did you know where you were all the time?

“I did not until 9:05. I only knew we were running very fast. I am not familiar with the road south of Oakfield. The engineer kept slowing down so steadily that I thought we must be getting to the switch and it was only when we went over the bridge that I knew exactly where we were.”

Chairman Spofferd then asked the witness if he realized that it would have taken 10 minutes and 46 seconds running at 50 miles an hour to get from Millinocket to Grindstone?

“No, “ said Dibblee. “I thought that we could make Grindstone all right, and I believe the same engine and the same cars could make it today?”

“Why didn’t you pull your danger signal when admit you were nervous and protect your train,” asked Mr. Thompson.

“Because I thought it would be better to go as fast as we could so number eight wouldn’t get so much head way from Grindstone station. We were going slowly then and I thought if we got tot eight before she picked up speed, it would be better than to stay where we were in case there was a collision.

REAR BRAKEMAN

Clarence A. Ciley, the next witness said that he had heard nothing about number eight and hadn’t seen any orders regarding running. “I was sitting in the rear car of second seven when the smash occurred.

J. S. Peepina, one of the brakemen, said he looked at the order making his train run three hours and 45 minutes behind first seven from Millinocket to South Oakfield.

Witness said he heard conductor Dibblee ask Garcelon, the dead engineer, twice, if he could make Grindstone and clear eight and Garcelon said he could all right.

Witness said that on the south bound trip, below Northern Maine Junction, the engineer stopped owing to the 55 developing a hot eccentric. The weather was very bad, at about the time the accident occurred, and witness from rear platform of train couldn’t get bearing. We went into the bridge over the river at 9:09.10.

PASSENGERS TESTIFIED

E. M. Fulton, of Maine, a druggist, and passenger on the excursion train, was sitting behind Dr. Pipes in the passenger end of the combination car, until about five minutes before the accident when he went out in the baggage compartment. Witness saw Dibblee come in and look out the side door and up the track. Almost at once the crash came. Witness then told of getting the bodies out and caring for the injured. Witness said that the train was going from six to nine miles an hour as nearly as he could estimate, when the crash came.

H. J. McDougal of Caribou, another passenger, told of his experiences during the wreck. The seat he was occupying was broken up. “ When we slacked up,” said the witness, “just before the accident, somebody said we were getting into Grindstone.”

DIBBLEE RECALLED

Conductor Dibblee was recalled and told of the cars that made up second seven, a combination passenger and baggage, and four ordinary coaches, five in all, hauled by engine 55, a freight locomotive.

HE JUMPED

“How long did you stand in the doorway of the baggage car after you had gone into the bridge,” said Inspector Anderson.

“Until just before we struck,” said Dibblee.

“What did you do then?”

“I jumped.”

“You knew the trains were coming together.”

“I saw eight coming o the curve.”

On further questioning by the inspector, Conductor Dibblee said he would have to admit that he wasn’t equipped with a red lantern and a flare so that he could properly protect his front.

“What was your highest rate of speed between Millinocket and Grindstone,” asked Chairman Spofford.

“About 60 miles an hour, I think,” said Dibblee.

RUNNING TIME.

In reply to questions by Inspector Anderson and Judge Stearns, Supt. Hallet said that second seven had to clear eight at Grindstone south switch, and it was depending upon the judgment of the conductor of second seven whether he could do it safely.

Mr. Hallet then spoke of the system of examinations and promotions, which prevail on the Bangor & Aroostook.

“We don’t get any conductors ready made,” said he. “We promote from the service and know pretty much all about them before they go ahead.”

Witness said that he knew nothing in Dibblee’s record that would make him unfit to take a train like the one he had Friday.

ENDED AT 5:30

After the various exhibits had been submitted both State and federal investigators said they had nothing more to offer, and the hearing adjourned.

The special with Vice-President Todd and the other officers aboard left Millinocket at 5:55 arriving in Bangor at 8 o’clock.

First Funeral Held Monday—Three Others on Tuesday—Business Will be Suspended—Condition of the Injured. (Bangor Daily News, August 1, 1911)

Bangor Daily News, August 1, 1911

FROM PRESQUE ISLE

First Funeral Held Monday—Three Others on Tuesday—Business Will be Suspended—Condition of the Injured.

(Special to the Bangor Daily News.)

PRESQUE ISLE, July 31—Funeral services were conducted Monday morning at 10 o’clock, over the body of Vernon Harris, who met death in the late train disaster at Grindstone. The Rev. Mr. Gregory officiated and the services were conducted at the home of Melville L. Harris, father of deceased, Gouldville. Young Harris, whose age was 23 years, although of a good and retiring turn of mind, had a large circle of genuine friends. He was an exemplary young man, and an only son. His mother died several years ago. Besides his father he is survived by two sisters, all of whom have the deepest sympathy of the community.

Interment was made at Maysville cemetery in the family lot.

There will be three more funerals of wreck victims Tuesday. That of Harry Clark, another victim of the accident, at 10 o’clock in the forenoon from his late home in Gouldville. The Rev. P. C. Manzer will officiate.

At 1 o’clock in the afternoon will be the funeral of Frank Seely from the home of his parents, Mr. and Mrs. W. M. Seely, Gouldville. The Rev. P. C. Manzer of St. John’s church will officiate.

At 2:30 the same afternoon will be held the funeral services of Dr. Hugh G. Pipes from the home of his parents, Mr. and Mrs. W. R. Pipes, Gouldville.

The condition of the injured, in the recent wreck, for the most part, is quite encouraging today. It is believed that Ralph Hardy and G. F. Noyes will recover very nicely. Dr. F. W. Lowry, while thought to be doing fairly well, suffers intermittent severe pain through his waist and abdomen. His right leg which was practically paralyzed is regaining its feeling and will move somewhat naturally at the ankle and foot. Harry Case passed quite a hard night Sunday, the badly fractured arm giving much distress and he seems to suffer internally.

Charles W. Palmer has quite comfortable periods, but is undergoing the trial of a very bad compound fracture of the left leg.

William Duncan of Washburn has been directly heard from today and is said to be improving.

The good reports of the condition of Earl Gibson are most welcome and he will come up from Bangor to his home here in Washburn today

TO INVESTIGATE THE GRINDSTONE WRECK (Bangor Daily News, August 1, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

Bangor Daily News, August 1, 1911

TO INVESTIGATE THE GRINDSTONE WRECK

Railroad Commissioners Will Hold Hearing in Millinocket on Wednesday.

FUNERALS AT PRESQUE ISLE

Three Services Today—business will be suspended in Grief-Stricken Aroostook Town.

The funeral of one of the victims of the Grindstone wreck was held at Presque Isle Monday. The funerals of three others will be held today. The stores will be closed, business suspended and it will be a day of mourning in the Aroostook town.

Although no more deaths are expected, several have symptoms of internal injuries and one not-altogether out of danger.

Engineer W. J. Orr of Bangor is the only wreck victim now in the Eastern Maine hospital and his condition is favorable. Earl Gibson of Washburn has been discharged and left for home Monday.

OTHERS INJURED

In addition to the list of injured already published, the following cases have been reported to the Bangor & Aroostook office:

On the excursion train—Ralph Shaw, Mars Hill, injuries to abdomen; John York, Mars Hill, extensive bruise on leg with large amount of swelling.

On the regular rain—L. V. Thibedeau, Van Buren, small bruises caused by being thrown from seat.

Mrs. E. Patterson, New York City, sprain of right hand.

Mrs. Nicholas Fessenden, Fort Fairfield, slight sprain of ankle and wrist; small contusions of face.

E. N. Bartlett, Adams, N. Y. suffering from shock.

Thomas A. Nolan, Haverhill, Mass., suffering from shock.

J. S. Maling, Brewer, shin and left leg bruised.

H. S. Dodge, East Boothbay, suffering from shock.

Charles Gross, Boston, Mass., left arm and back wrenched.

THE INVESTIGATION

Railroad Commissioners Spofford, Keizer and Jones will hold an investigation at Millinocket, Wednesday, opening in the municipal courtroom at 10:15 a.m. County attorney George L. [?] Thompson will be present in the interests of the State and Judge Louis C. Stearns for the railroad.

Many witnesses will be examined but it seems highly probable that the point of the investigation will center in Conductor H. G. Dibblee of Houlton, who with engineer F. W. Garcelon, who was killed, was responsible for the safe running of the excursion train.

The register at Millinocket shows that the train left at 8:55. The running time to Grindstone is 13 minutes. The leaving time of the regular from Grindstone was 9:09, thus giving the excursion train but one minute spare. This was, railroad men say, very close figuring and contrary to rules as three minutes must be allowed under standard rules for variation of watches. In other words, the excursion train had but one minute over running time allowing that it was able to make the time, which was doubtful under the weather conditions.

An experienced railroad man in discussing the wreck said, “While I may not know all the circumstances, it appears to me that there is no question as to the responsibility. Of course had there been block signals, both trains would have been held back and there would have been no collision, but there wasn’t so that does not figure.

“The trains were running by schedule and not by train orders, as the regular was on time. Had the regular been off schedule there would have been orders. The regular had a clear right of way and was not supposed to know officially that there was another train on the line other than those on the line and in absence of orders. The excursion train was supposed to keep clear of the regular.

When the excursion train was ready to leave Millinocket the conductor and engineer no doubt consulted and decided that they could reach Grindstone before the leaving time of the regular. In such cases the conductor depends upon his engineer to a considerable extent, although he is equally responsible.

“It appears to me that when the engineer said that he was running dangerously close to the time, he should have not have taken the chance but should have stopped and “flagged in”–according to rules which means to send a brakeman ahead with signals far enough to stop the regular, the train following slowly.

            “The first principle of railroading—a rule printed in black type in every book of rules is, “When in doubt, take the safe side.” It seems to have been disregarded in this case.”

PRESQUE ISLE A TOWN OF MOURNING (Bangor Daily News, July 31, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

Grindstone wreck articles from Bangor Daily News via Connie and Lloyd Duncan

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

Bangor Daily News, July 31, 1911

PRESQUE ISLE A TOWN OF MOURNING

Four Well Known Young Men Among the Dead and Many Other Residents Injured.

(Special to the Bangor Daily News)

PRESQUE ISLE, July 29—A calamity worse than fire or anything else that ever visited this town occurred Friday night when four of our leading young people were killed and ten others injured in the railroad head-on collision accident near Grindstone. It was 3 o’clock Saturday morning before any of our citizens were aware of the accident and soon the unwelcome and terrifying news spread from home to home from which loved ones had gone out in health and strength in the early morning for a day of recreation. Anxious hearts awaited a further message to learn if their dear ones were safe, while others were prostrated and bowed down with grief over what was all too true, that some had been killed and others seriously injured.

The homes most sorely afflicted were those of Mr. and Mrs. William R. Pipes, whose son, Dr. Hugh Graham Pipe, a rising young dentist had been killed; that of Mr. and Mrs. Walter M. Seeley whose only son, Frank, a bright young man and late graduate of Presque Isle High school met death; the home of Mrs. Harry Clark, whose husband, a prominent young businessman, was killed and that of Mr. Mell Harris and his daughter, whose only son and brother, Verne Harris, also met death. Among the killed was also Claude Lumis of Washburn, a most likely young man. Among the others killed were Frank Garcelon, of Houlton, formerly of Presque Isle, an engineer.

THE INJURED

The Presque Isle people who were injured seriously, are Dr. F. W. Lowrey, dentist; Ralph Hardy, son of W. N. Hardy, Charles W. Palmer, band leader, George T. Noyes, bookkeeper for A. M. Smith, hardware Co., R. J. Welch, Ted Southard, son of Mr. and Mrs. Silas Southard, Clyde Johnston, son of Mr. and Mrs. Benj. Johnston, Harry Case, whose parents live here. Some others were more or less injured, among them being Stanley Judd, son of Mr. and Mrs. J. H. Judd, whose head was hurt; also William Duncan of Washburn who was quite seriously injured in the back and in other ways. His young son who was with him was hurt on the nose. Earl Gibson of Washburn was hurt in the spine, and his serious condition made it necessary to take him to Bangor hospital.

STORIES OF SURVIVORS

Those who returned tell many incidents that are heart rendering. Supt. McMann said the scene beggared description. Dead and wounded lying all around in one of the most lonely spots on the B & A two miles from a telephone and seven miles from a doctor. As good fortune would have it one physician was on board the train, Dr. Foster, who did all that was possible under the circumstances. It was eight hours before the bodies could be removed from the spot and only the injured arrived in Presque Isle on the morning train Saturday that is due at 9:19, but was nearly an hour and a half late. The dead were placed on a special that arrived soon after the regular 2:05 afternoon train which was five hours late reaching here about 7, on account of the wreckage the train being delayed.

The waiting made the suspense of the grief stricken relatives all the more great.

The undertaking rooms of R. J. Smith & Co. were arranged to receive the bodies and prepare them for burial.

The local doctors and nurses were busy all day and night attending to the injured. At 4 o’clock in the morning by order of one of the leading doctors hundreds of yards of bandages were wound at the Sweetser-Connick private hospital ready for the emergency.

Hearing of the terrible accident, Doctors Sincock, Thomas and Porter of Caribou hastened over on the next train and offered their services, an act that was much appreciated by local physicians and all others.

Superintendent McMann in an interview with the News reporter further stated that he never saw a crowd of people more calm and controlled under trying conditions. All arose to the occasion and subdued their feelings without serious outward expression. Even those  present who lost dear ones tried for the sake of the others to bear their trouble heroically.

BAND WAS PLAYING

The excursion train that left Presque Isle at 5:57 Friday morning did so in a day of sunshine. Mr. Cayting was managing the excursion which was given under the auspices of the Presque Isle band and coming home a young fellow who had been hurt in a ball game was lying on a cot in the baggage car when the band boys conceived the idea of playing for the injured boy. Accordingly nearly all of them assembled themselves together in the combination car and had just begun to play when the accident happened. Alex, drummer and traps had been sitting in the seat with young Somer and Verne Harris, both of whom met death, when he arose and stood in the aisle to play. His drum saved his life. The silver cornet played by Claude Lumar was bent into a shapeless mass and was picked up and saved by the boys.

G. F. Noyes while wedged between timbers and intensely suffering, had the presence of mind to fan his fellow-sufferer, Ralph Hardy, with his hat. Young Hardy could scarcely breathe. It is thought that both he and Mr. Noyes will recover. Both have families.

E. W. Higgins, who was in the band, though not injured, returned home only to find his wife in a very critical condition from recent illness. Her death is momentarily expected.

Dr. Pipes leaves a young wife and Mr. Clark leaves a wife and one child.

It is thought the local injured may all recover. C. W. Palmer was taken to the home of Mr. and Mrs. Eugene Allen, his wife being away on her vacation.

Dr. Lowrey’s wife and children were in Boston and he was taken to the home of J. Orin Smith, Esq.

Mrs. Clark, whose husband was among the killed, and their little daughter, were in Searsport and it was deemed that they could not make train connection to reach home before Monday.

Saturday weather conditions with train and mud combined to make one of the most depressing days Presque Isle ever experience.

To add to the sad conditions the death of Mrs. Mary McDonald, widow of the most depressing days Presque [sic] respected and elderly lady occurred Saturday morning at 11:30 o’clock. She leaves two sons, R. M. and Donald McDonald, grocers, and two daughters, Mrs. Scown and her sister Annie of Boston. Mrs. McDonald has been in feeble health for some time.

No arrangements for the funeral of those who lost their lives in the accident have as yet been perfected and cannot be until Sunday.

Hundreds of anxious people gathered at the B & A station Saturday morning for the incoming trains. Ropes had to be used to keep the passage clear and special police were on duty.

WRECK IN THE WILDERNESS (Bangor Daily News, July 31, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

Grindstone wreck articles from Bangor Daily News via Connie and Lloyd Duncan

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

Bangor Daily News, July 31, 1911

WRECK IN THE WILDERNESS.

Scenes of Horror When Trains Crashed Together in Midst of Howling Tempest.

Volumes would be required to contain all the stories told by survivors of the Grindstone disaster. They are all pretty much the same—excited and confused narratives of the terror and the horror that followed the crash of trains at a lonely spot in the deep woods, remote from the aid that was instantly needed and with a howling gale and pouring rain to add to the difficulties and discomforts of the situation.

To recite what was said at the scene and what has been related by passengers and trainmen arriving in Bangor Saturday would be but endless repetition of harrowing details of death and suffering. On Friday night, and until the return of the Bangor special at 8:50 Saturday morning, it was more difficult to get details of the disaster than would have been the case had it occurred on the other side of the world within reach of the usual lines of communication. The single telephone line was serviceable only at intervals, owing to the gale, and even the city telephone service was badly affected. Millinocket knew little or nothing, save that the wreck had occurred and that many were killed and injured. In Bangor and even as far away as Boston, reports of the killed ran as high as 43, and it was not until long after the regular editions of the News had gone to press that the actual facts were established beyond doubt.

The first definite statement came by telephone from the office of a lumbering concern near the scene of the wreck, and was sent out by a commercial traveler—a man of unusual coolness and sagacity, who did the newspapers and the public a good turn by getting a fairly accurate list of the dead and injured. This, with the assistance of Mr. Wingate Cram of the B & A, was afterward revised in the News office, so that this paper had on Saturday morning a list so accurate that subsequent developments have made few changes necessary. This list to date is published herewith.

As good a story as any of the wreck is related by E. M. Fulton of Blaine, a druggist, who was a member of the excursion party. Mr. Fulton says that there were about 170 in the excursion party, and that when the crash occurred he, with the members of the Presque Isle band and a few others were in the passenger compartment in the front end of the combination car that was carried next to the engine. They had had a fine time at Penobscot Park, and were returning home in the best of spirits when the crash came that sent so many of their number into eternity without an instant’s notice.

No one in the train had any apprehension of danger, although it was noted that Conductor Diblee seemed anxious about the time they were making, remarking that the engineer, who had said, confidently, that he could get to Grindstone station in time to cross the regular there, was 10 or 20 seconds behind. This loss of time is probably accounted for by the storm, which at that time (shortly after nine o’clock) was furious.

In consideration of various statements, some of them absurd, Mr. Fulton says that when the trains came together there were three distinct shocks. Before anyone could move, and even before anyone had time to think, the tender of the excursion train’s locomotive came crashing into the forward or passenger end of the combination car, making a complete wreck of it as far as the partition between the passenger and baggage compartments. The car left the rails, and brought up in a tilted position on the roadbed, not going into the ditch as some have said. The other excursion cars remained on the track. The locomotives were considerably damaged, but not beyond repair. The express car of the regular was lifted off its tracks at the forward end, that end being let down upon the roadbed. Beyond that the regular was not affected, further than a heavy shock, as it had not gathered full headway when the collision came and the force of the impact was considerably lessened by the quick application of the emergency brakes.

Among the first to begin the work of rescue and relief were Enoch Higgins of Presque Isle, W. B. Burns of Mars Hill, Robert Rees of Mars Hill, Chad Huntington of Robinson and Mr. Fulton. The latter fortunately had a supply of morphine tablets, which he had obtained from a physician at Searsport for use in the case of a member of the Fort Fairfield baseball team who had been injured in the game that day. There was a little whiskey on board the regular and the bedding was used for bandages, but little else was available for the comfort of the injured.

Dr. Foster of Brewer was a passenger in the regular, and he rendered effective and heroic service but before any other doctors had arrived, the five Aroostook men named above had attended as best they could to many of the injured. Dr. Foster and Mr. Fuller had been at work an hour and a half before the surgeons began to arrive from Millinocket, Sherman and Bangor, the lattering coming, after a fast run of two hours and eight minutes at 3:40. The lack of food was severely felt, little or nothing being available for the hungry passengers and train crew.

Among the injured, Dr. Lowery of Presque Isle behaved with conspicuous heroism. He lay pinned by wreckage against the side of the combination car, with the dead and injured literally piled in heaps upon and about him, while the bell of a heavy bass horn was pressed against his stomach with great force, causing him terrible pain. He lay there for three quarters of an hour while the dead and injured were being removed from about him, and never once complained. Frank Seeley’s body lay across Dr. Lowery’s breast, Harry Clark’s across his legs, and Earl Gibson, one of the injured, rested heavily on one of the Doctor’s arms. Charles Palmer of Presque Isle, leader of the band, was found pinned under the door between the two compartments of the car, one of his legs crushed badly below the knee.

At 3 o’clock all of the dead and injured had been taken from the wreck, all but three having been taken out before 1:30. Passenger cars were used as hospitals and morgues.

THE INVESTIGATION

Chairman Spoffor of the state board of railroad commissioners, with Commissioner Keizer, went to the scene of the wreck Saturday afternoon. Coroner Bragdon of Millinocket had begun preparations for an inquest, but none was held, the railroad commissioners announcing that they would hold an investigation on Wednesday, Aug. 2, beginning at 10 a.m. at Millinocket.

THE DEAD

Dr. Hugh Graham Pipes, dentist, 24 years old, Presque Isle, son of Dr. and Mrs. Wm. R. Pipes. Leaves wife whom he married two months ago. Graduate of University of Pennsylvania Dental college

Frank Seely, Presque Isle, 21 years old, single, only son of Walter M. Seely, cashier of Presque Isle National Bank. A graduate of Presque Isle high school.

Harry Clark, Presque Isle, 37 years old, a member of the firm of Mooney & Clark, blacksmiths and carriage manufacturers. Married and has two children.

Verne Harris, Presque Isle, 21 years old, only son of Melvin L. Harris.

Claude Lumer, Washburn, member of Presque Isle band.

Frank W. Garcelon of Houlton, formerly of  Presque Isle, engineer of the excursion train.

H. F. Wentworth, Prospect, fireman of regular train.

L. Gallagher, fireman of excursion train. Home was in the province.

George W. Estabrook, 21 years old, single of Linneus, brakeman of excursion train. Died Sunday morning in Eastern Main General hospital.

THE INJURED

William J. Orr, [age illegible], Cottage street, Bangor, engineer of regular train. Hand mangled, cuts and contusions. In E. M. G. hospital.

Nathaniel Knowles, 36, Getchell street, Brewer, brakeman on regular train. Hurt in side and back.

Earle Gibson, Washburn, member of Presque Isle band. Not serious. In E. M. G. hospital.

Charles Palmer, Presque isle, leader of Presque Isle band. Compound fracture of left leg.

Dr. F. W. Lowery, dentist, Presque Isle, jammed about the body. Not serious.

Ralph Hardy, Presque Isle, son of W. N. Hardy. Ribs bruised, cut on the head.

George R. Billington, 386 Broadway, Bangor, railway mail clerk, regular train, cuts and bruised.

Elden Partridge, Fort Fairfield, contusions.

Walter Maynard, Fort Fairfield, contusions.

Daniel L. Chaplin, 44 East Summer street, Bangor, baggage-master, regular train. Bruises.

George T. Noyes, Presque Isle, bookkeeper for A. M. Smith Hardware Co. Leg injured, cuts and bruises.

Robert J. Welch, Presque Isle, Hurt about the head.

Ted Southard, Presque Isle, son of Mr. and Mrs. Silas Southard. Bruises.

Clyde Johnston, Presque Isle, son of Mr. and Mrs. Benj. Johnston. Contusions.

Harry Case, Presque Isle. Bruises.

Stanley Judd, Presque Isle, son of Mr. and Mrs. J. H. Judd, bruised about the head.

William Duncan, Washburn. Injured in the back, cuts and bruises.

Young son of William Duncan bruised.

Mrs. Victor H. Piston, Bangor, arm bruised and shaken up.

George S. Rosie, Bangor, commercial traveler. Contusions.

Charles Gross, Waterville, commercial traveler. Arm injured.

George Celley, Waterville. Bruises.

WORST IN YEARS

The wreck on the Bangor & Aroostook at Grindstone station was the worst railroad accident which eastern Maine has known since that at Orono on Jan. 29, 1898, when the Provincial express, Boston to St. John, went over an embankment about a thousand yards west of the Orono station, killing and injuring a number of passengers.

The accident at Mt. Desert Ferry on Aug. 6, 1899, was not strictly a railroad wreck. In that case a slip in the wharf broke, precipitating a hundred or more persons, who had just left an excursion train, into the waters of Frenchman’s bay, resulting in the death of more than a dozen persons and the injuring of more than a score.

NOTES OF THE ACCIDENT

Among the Bangor men who were on the regular train were George McLain, David Smith and Jerome Maling. T. P. McAloon of Bangor was at Millinocket when news of the accident came and went to the scene on the special train.

Dr. H. H. Crane and two nurses, Miss Nason and Miss Spofford, went to Presque Isle on the train with the injured, returned to Bangor, Saturday night.

“The Bangor & Aroostook officials did all that they possibly could,” said one of the Bangor physicians. “Every resource at their command was brought into use for the aid of the sufferers—they could not have done more.”

Dr. R. W. Foster of Brewer was on the regular train and comes in for much well deserved praise for his work in caring for the wounded. He seemed to grasp the situation with rare executive ability. He had a hypodermic outfit in his pocket which he used on those in the most pain.

W. J. Avery, better known as “Dud,” of Old Town, the regular fireman on No 8, has reason to be thankful. He was on his vacation and Fireman Wentworth was running for him.

Walter Beck, the newsagent on the regular, was thrown down but not hurt and did heroic work in rescuing the injured.

NINE DEATHS NOW FROM TRAIN WRECK (Bangor Daily News, July 31, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

Grindstone wreck articles from Bangor Daily News via Connie and Lloyd Duncan

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

Bangor Daily News, July 31, 1911

NINE DEATHS NOW FROM TRAIN WRECK

Brakeman Estabrook Dies in Eastern Maine Hospital Sunday Morning.

AROOSTOOK TOWNS PLUNGED IN GRIEF

Stories of the Wilderness Horror Related by Survivors—A Night of Terror and Suffering in the Storm—Excursion Train Was Within Half a Minute of Safety When Crash Came. Railroad Commissioners Will Meet on Wednesday to Investigate.

George Estabrook aged 21, of Linneus, Aroostook county, who was a brakeman on the excursion train wrecked, died in the Eastern Maine General Hospital Sunday morning, making the list of dead nine. The injured are all doing well, although some are badly hurt and will be months recovering.

The railroad commissioners have appointed Wednesday, Aug. 2, at 10 a.m. for the hearing, to be held at Millinocket, and they will make a close investigation into the cause of the disaster.

While the Bangor & Aroostook officials here are naturally unwilling to make any statement pending the result of the investigation, it seems that the fault lay with the excursion train. All sorts of reports are in circulation, but there is nothing very definite except that the excursion train attempted to make the run from Millinocket to Grindstone in ordinary time under extraordinary conditions. A passenger in the excursion train says that the train got a “clearance” from Millinocket, allowing it to proceed, and Conductor Diblee of the excursion is quoted as saying that he asked his engineer, Garcelon, if he could make Grindstone before the regular got away from that station, and that the engineer had replied to the affirmative. Later, says a man who was riding in the combination car, Conductor Diblee came into the baggage compartment, and, going to the side door, looked anxiously up the track, remarking later that the engineer was ten seconds behind time. The conductor had scarcely left the car when the crash came.

TERRIBLE TRAIN WRECK ON THE BANGOR & AROOSTOOK (Bangor Daily News, July 29, 1911)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

Grindstone wreck article from Bangor Daily News via Connie and Lloyd Duncan

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

___________________________________________________________

July 29, 1911

TERRIBLE TRAIN WRECK ON THE BANGOR & AROOSTOOK

Heavy Passenger Train Crashes Into Excursion at Grindstone—Eight Persons Are Dead and Fifteen or More Injured.

THE KILLED

Frank Seeley, Presque Isle, son of cashier of Presque Isle National Bank.

Harry Clark, Presque Isle.

Claude Loomer, Washburn.

Zerne Harris, Presque isle.

Dr. Hugh Pipes, Presque isle.

Frank Garcelon Houlton, engineer of excursion train.

________________ Gallagher, __________  fireman excursion train.

H. F. Wentworth, Prospect, fireman of regular train.

THE INJURED

Charles Palmer, Presque Isle.

Dr. F. W. Lowery, Presque Isle.

Pearl Gibson, Presque Isle.

William Duncan, Washburn.

George Noyes, Presque Isle.

Nathaniel Knowles, Brewer, brakeman.

Timothy Southard, Presque Isle.

Robert Welsh, Presque Isle.

Clyde Johnson, Presque Isle.

Ralph Hardy, Presque Isle.

C. L. Chaplin, Caribou, baggage master.

George Silsby, ________

Eldon Partridge, Fort Fairfield ball team.

Walter Maynard, Fort Fairfield ball team.

William J. Orr, Bangor, engineer regular.

Many of these are but slightly injured.

A railroad wreck, which appears, at this time to be one of the most serious in Maine for many years, occurred a short distance below Grindstone station, 84 miles north of Bangor shortly after 9 o’clock last night.

Reports believed to be accurate give the number of killed as eight and 17 injured, some only slightly.

None were killed and but few injured on the regular train but the force of the collision appears to have been effective on the excursion train.

Train No. 8, a heavy outfit from Van Buren to Bangor due here at 11:59, it appears was just pulling out of Grindstone when it crashed into a northbound excursion train, returning from Kidder’s Point, Searsport, to Presque Isle, having been run by the Presque Isle band.

The force of the collision telescoped the excursion train and it is said that nearly everyone in the first car was killed or injured. The heaviest loss of life was in the smoker of the excursion train, in which nearly everybody in the car mostly members of the Presque Isle band were killed or seriously injured.

HELP RUSHED FROM BANGOR

At 1 o’clock this morning a group of Bangor physicians waited on the platform of the Maine Central station for the special, which was to take them to the scene of the wreck.

When News of the wreck was received at B & A headquarters in Bangor, messengers were sent out for physicians. Many telephone wires were down, and this caused delay. Therefore the special, which it was hoped to have underway by 12:30, didn’t pull out until after one.

“We have been told,” said one of these physicians, “that from 12 to 15 people are known to be dead and many others fatally injured. That’s all I know. We’d have been there quicker only that some of us couldn’t be reached by telephone because of the storm.”

Many nurses and two wagonloads of supplies were rushed from the Eastern Maine General Hospital, arriving at the station shortly after one. They went with the physicians and surgeons, who were: Galen M. Woodcock, Walter L. Hunt, Luther S. Mason, Herbert E. Thompson, Harold H. Crane, and Henry M. Chapman.

Story of a Band Excursion by One of the Boys

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

[Personal remembrance of the Grindstone wreck, July 28, 1911, as published in DAS NORDLAND,  a publication of Washburn High School, Washburn, Maine]

STORY OF A BAND EXCURSION

BY

ONE OF THE BOYS

Not having had a breathing spell since early Spring, my oldest boy Alec and I, decided to take a day off from the hay and exacting potato fields, seeing the work was well in hand, and enjoy a trip with the band. An excursion had been arranged to the seashore at Penobscot Park.

The boys were all on hand the night before for our final rehearsal before the trip, and such a jolly night we had. I have attended a good many band meetings, but that was the best, swapping and fitting uniforms telling stories of former trips together, and such playing as only Presque Isle band, when led by Charles could hold down. During our rehearsal an invitation came in to us to play for an ice cream party on Rev. Mr. Gregory’s lawn. We enjoyed ourselves very much that night.

Bright and early we were astir next morning; even Doc was on time at the B. & A. railroad station.

Roll call found all the boys there and amid hearty good=byes and wishes for a fine day from our many friends, the train moved off with the band playing a lively two-step. Charles promised to work us on the way down and he was as good as his word. Finally, after leaving Aroostook behind, we had a rest and a chance to look over the Penobscot farms as our train raced along.

We wondered how the farmers were to weather the coming winter with such scanty crops of hay and grain. The potatoes did not look very promising either. Not at all like what we have up country.

Near Frankfort we got our first sniff of the cool, salt breeze off the ocean. Soon we were skirting the head of the bay with some schooners in sight.

When our train pulled up at Penobscot Park, a little past noon we were a hungry lot of excursionists.

When the dinner call came we were happy and the way fresh fish, green corn and the rest of the food got stowed away was a caution.

After the dinner hour was over we played the two ball teams over to the diamond. Tiring of watching the game a number of us decided to go boating. Harry C. and I went off together and after pulling out about a mile we shipped our oars and just enjoyed ourselves taking in the sights of the pretty bay. Off to our left a large Norwegian bark was loading spool wood for Scotland. In fancy I pictured the difference in the setting she would have when she reached the other side of the Atlantic.

Our boat drifted with the outgoing tide and we went to planning for an outing next summer on that grassy point off to the left with our families. But alas! Our own poet Burns has well said

The best laid plans

O’mice  an’ men,

Gang aft agley.

After a cruise around the bay we pulled for the boat landing where a number of the boys were fishing. It puzzled them somewhat to name some of the fish taken.

Hugh proposed going out again, but by that time the wind was tossing the white-caps and quite a choppy sea was on. So we did not go.

Alec and I went on the beach and explored the mussel beds. There were a good many wonders for us from up country, to see, when the tide was out.

Soon we heard our leader’s call. When we got to the Pavilion the band was on their job. We played for the crowd until supper time, after which we raced each other to the waiting train.

I noticed a heavy fog rolling in from sea, as we got aboard; then the rain came down in torrents, but we were all snug inside the train; making for home, little thinking of what was to meet us, away up in the North woods.

The ban scattered through the various coaches, somewhat tired and sleepy after being out in the sharp salt breeze. Darkness came early and some of us were dozing when Mac came along with orders for the band to go up front to play. Grumbling a little but always ready to obey our leader, when he said the word, we picked up our instruments, and filed into the combination car. When, led by Claude we picked up some old pieces, W. M. B. amongst the rest. By that time we were wide awake, and ready for business. I remarked to Charles that the train was going fast. “Yes,” he said, “I was back just now, and found that we are doing better than a mile a minute.”

I wondered at the hurry on such a night. He answered “It is all right, Billie, we have got a careful engineer, we will soon be home.”

We played some more pieces and the usual chaffing and good fellowship that belong in the band room were in full swing. When Charles, having finished smoking, gave orders for us to get in our places for work, Alec and I moved up the car to the clarinet section, and took the seats that Claude and Harris moved out of.

I did not like the way the car was lurching. One of the boys opened the end door to get some air, but the storm of wind and rain came in on us. The conductor shut the door, scolding some for it being opened. I did not know until then that we were so close to the locomotive, and it made me shiver a little when I saw the racing, pitching engine so handy. Hugh and I were talking together, when Charles told us to put on “Our Nation’s Pride,” for the next piece. We got all ready, awaiting the usual signal, when—the cars swayed and seemed to jump with a motion I had never felt before. Somebody in front of me shouted in a frightened tone, “What’s this,” I turned half round toward the engine just as the tender came through the end of our car with a fearful crash and rending roar. I got a glimpse of the wet gleaming end of it just as it caught and threw me down on my face, on the car floor.

When the wreck came to a standstill I was partly under it with a fearful grinding weight on my legs and back. I was in awful agony and tried to pull myself out as I saw some of the rest doing, but I was pined down too hard. Then the steam came in over us with a loud hissing noise and the boys that were free all ran out at the door.

I just found out then that Alec was under me and strangely quiet and still. I shouted for help as I tried to lift with my shoulders the wreckage on top of me but I was helpless.

I felt Alec come to and he commenced to struggle and pull. Presently he got one leg clear and as the steam cleared off a little the boys came back. Two of them got hold of him and after some hard pulling he was got out, minus his shoes. He then set to work to help me, although I was suffering terribly I had to assure him I was all right.

They commence then to cut and throw out the wreckage. I groaned to think how long it would take getting down to where I was. I prayed quietly to myself for help to bear it. Soon numbness came over the lower part of my body and I did not feel pain. Presently John G. came in and with a short bar he had found round the engine and got a pry under. After some heavy lifting I was got out. In turning me round I got a sight of what I had been lying under. It seems strange to me now, but it did not seem to affect me at all at the time to see my dead chums, and that tender towering over us.

All I thought of was the wives, mothers and fathers awaiting at home for husbands and boys.

That sad home-coming.

The injured were made fairly comfortable back in the other cars, cots being fixed up with the seats.

Foulton (of Mars Hill baseball team) was my first aid and right well was he fixing up and helping me when the relief train from Bangor came in with the Doctors and nurses. I suffered a good deal as feeling came back, but I could hear and see so much suffering all around as the boys were being examined by the doctors that I did not think I was very seriously hurt, as no bones were broken.

Alec attended me although he could hardly hobble around, he would not give up to the nurses.

We put in a dreary night with the suffering and moaning of the injured, and the weather also made it seem more so, with wind and rain. As I lay there I learned the full extent of the calamity, from on of the train men. It was a head-on collision with the regular evening passenger, the why and wherefore of it I did not inquire into then. I found that five of the band and three of the train men were killed, and nine of the band boy and two train men injured the most of them seriously.

It was a sad ending to the merry band that left Presque Isle that morning.

Along before daylight a train to take us home backed down to the wreck. It was a painful business, transferring. The men doing the carrying had a poor chance to walk, and our hurts had stiffened but we were very carefully handled. The cots on the relief train were comfortable, tanks to the Pullman conductor and porters. Some of the most seriously injured were sent to Bangor E. M. G. Hospital. Our train started for home soon after daylight. I cannot describe the scene when we got into Presque Isle station. (Oh, the sadness of it all!)

A. R. Gould kindly sent a special car to take us to Washburn, and in half an hour more we were in our own beds at home.

–W. L. Duncan

Fatal train collision remembered by 90-year-old PI resident (July 25, 1984)

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

(from Facebook, page authored by Presque Isle Reference, posted a photograph of an article written by Mark Putnam, dated July 25, 1984)

Fatal train collision remembered by 90-year-old PI resident

Although the Grindstone train collision will have happened 73 years ago on Saturday 90 year-old Presque Isle resident Hazel Green remembers the tragic event “just like it happened yesterday.”

Hazel, who is reminded of the wreck in recurring nightmares, was only 17 on July 28, 1911 when two trains collided head-on at a lonely stretch of track in grindstone, nine miles north of Millinocket.

Members of the 1911 PIHS band, along with family and friends, had enjoyed the day at Kidder’s Point on Penobscot Bay. As the Bangor and Aroostook excursion train carrying the happy group back to Presque Isle reached Millinocket, the train’s conductor made a fatal judgment error which would shortly result in a head-on collision further down the line.

Upon reaching Millinocket at about 9 p.m., the conductor decided not to sidetrack the train there but attempted to reach Grindstone to sidetrack before the arrival of the southbound train.

The terrible accident left nine dead, of which four were from Presque Isle and one was from Washburn.

According to the August 3, 1911 edition of the Star Herald, the force of the impact was borne to a greater extent by the excursion train which had its engine telescoped into a combination baggage/smoking car immediately behind it. It was in that car, just at the moment of the impact, Chas Palmer, the band leader, had raised his hand to start the band. Many of the band members had lifted their instruments to their lips at the precise moment of impact.

The young Presque Isle men killed in the collision were Dr. Hugh Pipes, 24, who had just graduated from the University of Pennsylvania dental school; Frank Seeley, 17, an only son who had just graduated from PIHS; Vergne Harris, 23, also an only son who after school had taken charge of the home in Maysville; and Harry Clark, 40, a member of the blacksmith and wheelright firm of Monny and Clark.

Washburn resident Claude Loomer, the leader of the Washburn band and a member of the PIHS band, also lost his life.

The remaining dead included the engineer, the firemen on both trains and the baggage master.

Hazel Green, 17, at the time, and her husband Billy, 30, took the excursion train because they “like to travel’ not because of the band. Rather than listening to the band play at the ocean, Hazel and her husband of two years went boating around the bay.

According to Mrs. Green, who’s husband died 28 years ago, the excursion train got a late start back to Presque Isle that afternoon. “We should have started back earlier because of the steady rain. The engine was old and the wet rails made the trip slower than usual,” said Green.

As the train neared Grindstone Hazel knew things weren’t right. “The cold rain was coming down off the mountain and the wind was howling loudly. In the darkness I saw an approaching headlight and my husband stood up in the middle of the aisle and held me tight. We knew what was going to happen.” Luckily, the Greens were in the next to the last car of the excursion train. The band was up front.

“Just before the wreck, the conductor ran by us, into the caboose and off the end of the train. I guess he watched the whole thing from the woods.” Hazel added, “ He didn’t even warn the band. The crew in the engine knew they were going to die, but they didn’t run; they died heroes.”

After the crash, there was no way of getting help until the next train came by. “Rain poured through the broken windows all night long. We had no way of communicating to the other stations. The next train came by for us in the morning, that was too late for many.”

Mrs. Green wrote the following poem and would like to share it with our readers:

That Awful Night

The night was dark

While rain made slippery

Rails under the old

Freight engine thus

Slowing down its schedule.

The Conductor, sheet white

With great stress

Came up the aisle

With watch in hand

Suddenly the light

Of No. nine from Caribou

Swept around the curve.

The brakeman threw the switch

To side track the train,

He died in the line of duty.

A crash: the hiss of steam

From two telescoped boilers.

Five men died bravely

To save the lives of others.

Screams of mortal sorrow

Rent the air blending

With the roar of the wind

And the deluge of rain coming

Down the mountain side.

Coaches atilt, broken glass

Strewed all around

From the great impact.

Four youths unaware of danger

Were killed in the baggage coach ahead.

They never lived to tell the story of

That awful night of

The Grindstone train wreck.

Train Wreck at Grindstone, 1911

Train Wreck at Grindstone, 1911

William Linton Duncan, Sr. (1856-1941) and his son Alexander Noel Duncan (1885-1942) were injured on the Grindstone.

William Duncan and his son Alec were among the injured at the Grindstone, Maine train wreck late at night on July 28, 1911. They were returning from participating with the Presque Isle Band in a B & A railroad excursion to the coast of Maine.

Photo from Maine Memory via the Presque Isle Historical Society, Presque Isle, Maine.