Forest Hills disaster
1887 railroad accident in Massachusetts

Forest Hills disaster
A drawing from The Boston Globe of the accident scene
Map
Details
DateMarch 14, 1887 (138 years ago) (1887-03-14)
Shortly after 7:00 am
LocationRoslindale, Boston, Massachusetts
Coordinates42°17′38″N 71°07′23″W / 42.2938°N 71.1231°W / 42.2938; -71.1231
CountryU.S.
LineDedham Branch
OperatorBoston & Providence Railroad
Incident typeBridge collapse under load
CausePoor design and maintenance
Statistics
Trains1
Passengers275 to 300
Crew8
Deaths23 (22 passengers, 1 crew)
Injured100+
List of rail accidents (1880–1889)

The Forest Hills disaster (also known as the Bussey Bridge disaster) was a railroad bridge accident that occurred on March 14, 1887, in the Roslindale section of Boston, Massachusetts. The bridge collapsed while a commuter train was crossing it, resulting in 23 deaths.

Accident

A morning commuter train, inbound to Boston, was traveling over the Dedham Branch of the Boston and Providence Railroad on a sunny Monday morning with about 300 passengers, including several school children.[1] Roughly midway between the Roslindale and Forest Hills stations and near the Arnold Arboretum, the line crossed over South Street via the Bussey Bridge,[2] about 6 miles (9.7 km) from the city proper.[3] The train consisted of a locomotive, which weighed 32+1⁄2 tons, followed by nine cars: eight passenger cars plus a combination baggage and smoking car at the end.[2]: 92–93  The train had a crew of eight men: an engineer, a fireman, three conductors, and three brakemen.[2]: 91 

As it reached the Boston end of the Bussey Bridge, the locomotive jarred upward and the engineer looked back and saw that the coupling to the first car had broken, the first two cars had derailed, and there was a cloud of smoke rising—he realized there had been a collapse.[2]: 98  The engineer immediately decided to proceed in his locomotive, as it was still on the track, to the Forest Hills station to summon assistance, which he did.[2]: 98–99  Meanwhile, the first three cars came to rest on the embankment next to the track, along with the roof of the fourth car, while the body of the fourth car along with the fifth through ninth cars came to rest in the street below the bridge.[2]: 101–102  Twenty-three people were killed,[a] including one crew member,[b] and over 100 were injured.[2]: 93 

Reports of the disaster appeared on the front page of major newspapers,[6][7][8] highlighting the suffering of the injured, as some were transfixed by splinters throughout their bodies, others were dismembered, and yet others were badly mangled.[1] The first body that rescuers pulled from the wreck was that of a headless woman.[1] Two young men were pinned under a pile of rubble with a car stove full of glowing coals hanging over them; fortunately, the stove stayed closed and they were rescued.[1] A possible fire in the smoking car, where passengers were trapped, was averted by quick action from arriving firemen.[3]

Investigation

The Massachusetts Railroad Commission launched an inquiry into the accident; their report was submitted to the state legislature in late April 1887.[9] The report was authored by George G. Crocker, Edward W. Kinsley, and Everett A. Stevens. It was published in The Boston Globe on April 28, 1887, with a sub-headline referring to the bridge as "Bad in Contract and Bad in Make, Bad in Testing and Very Bad in General".[10] The report also appeared in the commission's annual report of January 1888.[2] Key findings were as follows.

The Bussey Bridge had originally been constructed as a Howe truss,[c] with two wooden trusses.[2]: 93  In 1870, one wooden truss, the westerly one, was replaced with an iron truss,[d] that work being done by the National Bridge Company.[2]: 93  In 1876, the remaining wooden truss was removed, the 1870 iron truss was moved to the easterly side, and a new iron truss was installed on the westerly side, this being designed and overseen by Edmund H. Hewins as civil engineer.[2]: 93  Hewins had represented himself as an agent of the Metropolitan Bridge Company to secure the work; however, the commission found that the company did not exist, it was only Hewins working for himself.[2]: 93  The commission appeared to blame the railroad more than Hewins, for not vetting him properly:[2]: 95 

If the management of the railroad had taken the trouble to make inquiry, it would have learned that the company which Mr. Hewins professed to represent did not in fact exist, and that not only the design but the quality of much of the materials and workmanship of the bridge depended solely upon his ability, honesty and faithfulness.

As a matter of fact, the material and workmanship of the compression members[e] appear to have been sufficiently good. The design in many of its details proved to be bad.

Such a way of doing business would be lax in a purely commercial transaction. In contracting for and constructing a bridge, in dealing with a matter involving the safety of life, it was culpable.

The bridge deck supporting the rails was held up by cross beams, which were affixed differently to the two trusses. As the top of the 1870 truss was essentially flat, the cross beams directed rested on it.[2]: 95–96  However, the top of the Hewins truss was made differently and the cross beams were attached via hangers, located in "joint-blocks" where elements of the truss intersected.[2]: 96  Civil engineer and professor George F. Swain of MIT commented that "The hanging of the floor beams to the upper chord of a deck bridge is a fault in design and very easily avoided."[13] Additionally, the commission's report highlighted issues with the hangers:[2]: 96, 98 

  • the bridge was constructed with the hangers only partially visibly, thus not subject to complete inspection
  • the hangers had been made asymmetrically, thus reducing their strength
  • the hangers should have been die forged,[f] but had been "imperfectly" welded

It was also noted that the Hewins truss was carrying about 80% of the load of a passing train, with the bridge's other truss only carrying about 20%—this was due to spacing between the trusses and the placement of the track, as room had been left to allow for a second track.[2]: 96 

The commission concluded that "the evidence as a whole clearly indicates that the original cause of the disaster was the breaking of the hangers at the joint-block at the north end of the Hewins truss"[2]: 99  and "The hangers were unfit for their work. The wonder is that they held on so long as they did. They had been breaking for some time."[2]: 100 

The commission also noted issues with the railroad's maintenance of the bridge:[2]: 103–107 

  • a recommendation that the bridge be tested under load on an annual basis had not been followed
  • the railroad's superintendent of construction, who was responsible for inspecting the bridge, was unaware of the hangers and seemingly unconcerned that he could not inspect parts of the support structure
  • a recommendation that bridges have guard rails and guard timbers—to prevent a derailed wheel from knocking out truss members—had not been followed
  • a recommendation that ties on bridges be close together had not been followed, and while the railroad's superintendent of construction asserted that ties on the bridge were 8 inches (20 cm) apart, they were actually 15 to 18 inches (38 to 46 cm) apart

For the latter concern, the commission wrote, "As it happened, the accident was not caused by the defects of the tie system, but the management is none the less censurable for its long-continued neglect to remove this undoubted element of danger."[2]: 107 

Lastly, the commission noted operational issues with the train in question:[2]: 108–109 

  • automatic air brakes were not operational on the train, as it had a mix of cars with and without them
  • a train of nine cars should have had five brakemen, per statute, but there were only three brakemen

The overall findings led the commission to state:[2]: 110 

In the erection and inspection of bridges the management of a railroad is bound to exercise the utmost care. Had such care been exercised, there is every reason to believe that the disaster would have been prevented. On the thirty-second page of the last report of the Commission is the following: The Board renews the expression of its belief that a preventible accident is a crime.

Later events

The replacement arch bridge

Boston and Providence Railroad faced claims of $450,000 ($15.7 million in 2024), which nearly sent the company into bankruptcy.[12] The company was taken over by Old Colony Railroad in April 1888.[14]

Edmund H. Hewins continued to live and work in Boston until about 1910, when he and his wife moved to Sharon, Massachusetts.[15] Despite his role in designing the ill-fated truss, mentions of his name in connection with the disaster appear to be absent from Boston newspapers after April 1887. Hewins died in Sharon in 1920; his obituary in The Boston Globe highlighted his contributions to Sharon and that he was a direct descendant of the builder of the USS Constitution.[15]

The collapsed bridge was replaced with a cement and stone arch bridge,[16] which still stands and carries tracks serving the MBTA Commuter Rail. A small memorial plaque is located on the easterly side of the bridge.[16] The plaque reads, in part: "dedicated to the memory of those men and women who perished in the disaster. Their deaths were instrumental in the imposition of stricter bridge safety standards for all railroad bridges."[17]

Bussey Bridge images and drawings, c. 1887
  • The bridge, prior to the incident; Hewins truss closest
    The bridge, prior to the incident; Hewins truss closest
  • The first three cars, and the roof of the fourth car, on the embankment
    The first three cars, and the roof of the fourth car, on the embankment
  • The fourth through sixth cars in the street
    The fourth through sixth cars in the street
  • The seventh through ninth cars in the street
    The seventh through ninth cars in the street
  • Street-level view of the aftermath—the seventh car (no. 81) at center
    Street-level view of the aftermath—the seventh car (no. 81) at center
  • Floor system of the bridge
    Floor system of the bridge
  • Where the cars came to rest after the accident
    Where the cars came to rest after the accident

See also

Wikimedia Commons has media related to Forest Hills disaster.

Notes

  1. ^ The total of 23 deaths is per the official report of the Massachusetts Railroad Commission.[2]: 93  While The Boston Globe initially reported a death toll of 37 (headline) or 38 (article),[4] the count was reduced to 25 the following day, with the paper noting "it has been extremely difficult to procure anything like an accurate list of those who were killed".[5]
  2. ^ The crew member killed was conductor Myron Tilden.[2]: 91 
  3. ^ A Howe truss is usually constructed with the bottom of the trusses at or near the level of the rails, with the top of the trusses several yards or meters higher, and the deck that the rails are on hangs from vertical posts attached to the top of the trusses. The Bussey Bridge was constructed with the trusses below the level of the rails, which changes how load is distributed.
  4. ^ The 1870 iron truss has been described as a Parker truss,[2]: 95  "a double intersection Pratt truss"[11]: 190  or a Whipple truss.[12] Parker and Whipple are variants of Pratt.
  5. ^ Usually in a Howe truss, vertical members are in tension and diagonal members are in compression. However, as the trusses of the Bussey Bridge were located under the deck supporting the rails, most elements of the trusses were in compression.
  6. ^ Die forging is a metal-shaping process where a heated metal workpiece is forced into a die to give it a specific shape.

References

  1. ^ a b c d Reed, Robert C. (1968). Train Wrecks - A Pictorial History of Accidents on the Main Line. New York: Bonanza Books. pp. 36, 86–87. ISBN 0-517-32897-6.
  2. ^ a b c d e f g h i j k l m n o p q r s t u v w x y z Annual Report of the Board of Railroad Commissioners 1887. Massachusetts Board of Railroad Commissioners. January 1888. pp. 90–112. Retrieved October 12, 2025 – via HathiTrust.
  3. ^ a b "Hurled to their deaths" (PDF). The New York Times. March 15, 1887. p. 1. Retrieved September 9, 2016 – via TimesMachine.
  4. ^ "37 Dead And Some Seventy-five Injured". The Boston Daily Globe. March 15, 1887. p. 1. Retrieved October 12, 2025 – via newspapers.com.
  5. ^ "Whose Fault? Total Number of the Dead Now Placed at Twenty-five". The Boston Daily Globe. March 16, 1887. p. 1. Retrieved October 12, 2025 – via newspapers.com.
  6. ^ "Six Cars Fall Fifty Feet". The Sun. New York City. March 15, 1887. p. 1. Retrieved September 30, 2025 – via newspapers.com.
  7. ^ "Another Bridge Horror: A Train Falls Thirty Feet, Many Passengers Crushed to Death". The Sun. Baltimore. March 15, 1887. p. 1. Retrieved September 30, 2025 – via newspapers.com.
  8. ^ "Over Thirty Killed: And Nearly Seventy Injured in Another Railroad Accident". The Times. Philadelphia. March 15, 1887. p. 1. Retrieved September 30, 2025 – via newspapers.com.
  9. ^ "Roslindale Disaster: Report of the Board of Railroad Commissioners". The Boston Post. April 28, 1887. p. 1. Retrieved October 13, 2025 – via newspapers.com.
  10. ^ "Many Defects Found in the Ill-Starred Bussey Bridge". The Boston Globe. April 28, 1887. p. 2. Retrieved October 15, 2025 – via newspapers.com.
  11. ^ "The Second Ashtabula Disaster". Engineering News. Vol. XVII. March 19, 1887. pp. 187–192. Retrieved October 15, 2025 – via Internet Archive.
  12. ^ a b Griggs Jr., Frank (June 2021). "Bussey Bridge Disaster, aka Forest Hills Bridge, 1887". Structure. pp. 60–61 – via structuremag.org.
  13. ^ "Cause of the Accident. A Boston Civil Engineer Says the Material in the Bridge Was Imperfect". The Boston Daily Globe. March 15, 1887. p. 2. Retrieved October 15, 2025 – via newspapers.com.
  14. ^ "(untitled)". Newport Mercury. Newport, Rhode Island. April 14, 1888. p. 4. Retrieved January 25, 2021 – via newspapers.com. Old Colony has take full possession of the Boston & Providence Railroad
  15. ^ a b "Death of Col E. H. Hewins of Sharon". The Boston Globe. June 2, 1920. p. 10. Retrieved October 16, 2025 – via newspapers.com.
  16. ^ a b Nevins, Joseph (December 5, 2012). "Bussey Bridge". A People's Guide to Greater Boston.
  17. ^ "Sign on the Train Disaster at Bussey Bridge". November 15, 2024. Retrieved October 16, 2025 – via Facebook.

Further reading

  • Pennington, Steven M. (2009). "The Bussey Railroad Bridge Collapse". Proceedings of the Fifth Forensic Engineering Congress. American Society of Civil Engineers: 105–114. doi:10.1061/41082(362)11. ISBN 9780784410820.
  • Sweeney, Edward J. (March 1975). "Bussey Bridge Train Disaster". Yankee – via Jamaica Plain Historical Society.
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