In our last Transitions column (Oct. 8, 2003), there was a photo showing a train derailment that “reportedly” occurred on the N.Y. & Ottawa railroad. Regretfully, this caption was in error. The date, April 12, 1925, was correct but the location on the derailment actually occurred on an embankment of the Stillwater Reservoir, which washed out near the Beaver River station of the New York-Montreal line. Today’s railroad grade still hugs that embankment close to the dammed waters of the Beaver River. Many readers, especially those who are snowmobilers, will be familiar with the Beaver River/Stillwater location. The following account of that derailment, “The Montreal Express Goes Swimming,” is from The Fairy Tale Railroad by Henry Harter. Hopefully, it will be of interest, and it is offered here to set the record straight:
In 1924 there was a change made in the level of the Stillwater Reservoir. When the surveyors found that the new level of the reservoir would reach the tracks, officials of the Black River Regulating Board recommended that the tracks be re-routed around the end of the pond. This would also straighten out a curve in the road but the railroad questioned its right to go over the State Land. It was therefore decided to raise the tracks.
At 12:24 a.m. on Sunday, April 12, 1925 southbound Montreal Express, train No. 43, was proceeding under a “Slow order” across the newly raised fill when the embankment gave way and the locomotive slid off the embankment into Stillwater Reservoir in about 15 feet of water. The mail and baggage cars followed the locomotive but were not totally submerged. About 200 feet of track was washed out. The Utica Observer-dispatch said:
“During construction of the dam and the reservoir the New York Central was compelled to raise its tracks, so that the tracks would be many feet above the water level. Although no definite statement was given out it is thought by employees of the construction company that the materials used to bolster the tracks were not of sufficient strength.”
The Tupper Lake Herald reported:
“The fill cut across a mere corner of the reservoir and it is subjected only to standing water. The banks when made first were covered with heavy granite riprap to prevent washing. The work was done in the winter which might have been the cause of its defective character.”
Engineer Elmer D. Kane and Fireman Charles Armstrong received minor injuries. They were pinned in the cab at first but worked their way free with Armstrong, a strong swimmer, practically rescuing Kane. They were assisted from the tank of the engine by a rope fashioned from Pullman sheets. Mail Clerk Daniel W. Bensley reached safety by the same method.
Immediate steps were taken to pull the undamaged cars back to Tupper Lake where they would be rerouted over the Ottawa Division and sent down the Rome, Watertown and Ogdensburg to Utica. The train was composed of two New York Pullmans, two Buffalo Pullmans, a day coach, a combination coach and baggage car, a mail car and a baggage car. There were no reports of passenger injuries.
The Tupper Lake Herald described the repairs made and also the details on a second washout:
“A pile driver and a steam crane were run out to the middle of the fill to repair the damage and while working on a second slide occurred leaving the heavy machinery marooned in the middle of the fill. The powerful vibrations of the pile driver no doubt contributed to the second slide.
“The work of repairing the damage proceeded night and day at the most rapid rate possible and regular passenger service was restored Thursday morning, April 16. This was at least 14 hours sooner than was thought possible. No further trouble is anticipated. The track will be gradually raised. The problem of salvaging the engine, embedded in mud and entirely submerged was postponed until the fill had been repaired.”
Gates of the reservoir were opened to prevent further filling and slides and to permit work to proceed, thus temporarily delaying the complete filling of the great artificial pond built to store water for the industrial interests of the Black River into which Beaver River flows.
The restoration of service in four days and ten hours was an extremely well done piece of work. Fill had to be brought in from a long distance. The total length of both washouts was approximately 800 feet.
The locomotive was raised from its watery bed in the next few days and was sent to the shops for rebuilding. The fill was strengthened and brought up to the required height, service was restored to normal and once again the hazards of railroad life were a matter of history. The night that the Montreal Express went swimming at Beaver River was soon a nearly forgotten memory.