A day that was meant to be a celebration of technological advancement turned into a day of devastation. The Gasconade Bridge disaster killed numerous people, injured hundreds, and became a dark day in St. Louis history.
Building the Pacific Railroad
In 1849, the Pacific Railroad received a charter to build a line from St. Louis to the western boundary of Missouri, and ultimately to the Pacific Ocean. Construction began in 1851.
The first section of track was completed in 1852, and by 1853, it had reached Kirkwood, Missouri. In November 1855, the line was completed to the state capital, Jefferson City.
To mark the occasion of the inaugural run from St. Louis to Jefferson City, a procession of speeches and music was planned for the embarkation in St. Louis. Once in Jefferson City, the travelers would enjoy a formal banquet.
The Journey Begins
On November 1, 1855, a group of 600 prominent St. Louis citizens, officials, dignitaries, and chief engineer Thomas O’Sullivan boarded passenger train cars at the Seventh Street Station downtown, bound for Jefferson City.
They left at 9 a.m. with a locomotive named Missouri leading the way. The weather was stormy and windy, and rain continued throughout their journey.
Along the route, the train stopped at Hermann to pick up additional passengers. Soon after restarting, the train had to stop again when a huge rock obstructed the track. Clearing it took about half an hour.
Already behind schedule, the planned stop before the Gasconade Bridge—to allow passengers to admire the truss bridge—was skipped.
The Bridge
The bridge over the Gasconade River was eight miles west of Hermann, Missouri. It was not yet completely finished, but supported by a temporary wooden trestle. The structure was 760 feet long, 32 feet above the river, and rested on five stone piers and abutments.
A locomotive running ahead of the main train, the Pioneer, had crossed the bridge without issue. The day before, a gravel train had done the same. No one expected problems.
Disaster Strikes
At 1:30 p.m., the train began crossing the Gasconade Bridge slowly. As the locomotive reached the first pier, it collapsed. The engine and several cars fell through the timbers down a 36-foot embankment.
The locomotive tipped over backwards and crashed into the first passenger car. Only one car remained on the bridge.
A survivor recounted the scene in the Glasgow Times of Glasgow, Missouri:
“The locomotive had passed the first span and had four wheels above the first pillar beyond the abutment. Resting in the first span, it dragged each car—two heavy-laden passenger cars. The weight was too much for the long, slender timbers. Suddenly, we heard a crash, then successive crashes as each car plunged. We were in the seventh car, with three behind us. We hoped our car might stop, but no—it seemed the spirit of ruin was beneath, dragging each car to the spot, wrenching it from its fastenings, and hurling it to atoms below… Six cars fell in one mass, shattered into fragments. Such a wreck we never saw and hope never to see again.”
Rescue Efforts
The uninjured, organized by conductor Mr. Pride, began pulling bodies from the wreckage. A terrible storm followed—dark skies, heavy rain, and intense lightning. The only nearby shelter, a small shanty, quickly filled with the wounded.
A locomotive running in reverse had been following the Missouri. It was supposed to return to St. Louis, but now it had another purpose: carrying survivors to Hermann. A relief train was soon organized to shuttle between Hermann and the wreck site.
Hermann, with a population of about 1,200, suddenly had to care for 600 dead and wounded. The hotel became a temporary hospital. Telegraph lines were down due to the storm, so St. Louis did not learn of the disaster until 8 p.m.
More Trouble on the Way Home
On November 2, a train left Hermann for St. Louis carrying survivors, wounded, and dead. But as it approached the bridge over Boeuf Creek, the piers sank a foot from the previous day’s torrential rains. Passengers who could walk crossed the bridge on foot to another train. Cars with the severely injured and deceased were pushed by hand across the bridge—until the bridge collapsed after the first car passed.
About 150 survivors reached St. Louis around midnight. The rest, stranded in New Haven, spent the night at Miller’s Landing, where residents cared for them and built 31 coffins. The next day, survivors and bodies were ferried to Washington, Missouri, to catch another train to St. Louis.
A City Mourns
St. Louis Mayor Washington King declared Monday, November 5, 1855, a day of mourning and thanksgiving—mourning for the victims, and gratitude for those spared. Businesses closed and funeral services were held.
Thirty-one people died that day, including Henry Schoto; Thomas and Eliza Flaherty, parents of author Kate Chopin; chief engineer Thomas O’Sullivan; and William Lynch.
Investigation and Aftermath
The railroad appointed a commission to investigate. Testimony from builders, engineers, and survivors found that the bridge was built correctly and should have supported the train—especially at slow speed. The cause was determined to be excessive speed, estimated at 30 mph, which damaged the floor timbers on entering the bridge.
The line reopened to Jefferson City four months later, without fanfare. In 1861, the Gasconade River bridge was burned during the early days of the Civil War, part of actions leading to the Battle of Boonville.
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Until next time, I’ll see you in the Lou.