Balvano train disaster

The Balvano train disaster was the deadliest railway accident in Italian history and one of the worst railway disasters ever. It occurred on the night between 2–3 March 1944 in Balvano, Basilicata. Over 500 people in a steam-hauled, coal-burning freight train (mostly stowaways) died of carbon monoxide poisoning during a protracted stall in a tunnel.
Circumstances.
In 1943, Axis Italy was invaded by British and American armed forces, and the southern part of the peninsula (almost fully conquered by Allied forces) suffered severe wartime shortages, encouraging an extensive black market. People in large cities like Naples began bartering fresh produce for commodities brought by servicemen, and stowed away on freight trains to reach their suppliers' farms.
The railway companies also suffered shortages of finest-quality coal. The burning of low-grade substitutes developed a reduced power output and produced a large volume of carbon monoxide, an odorless and poisonous gas, a particularly severe problem in Italy's railway network, which crosses mostly mountainous land, and hence makes large use of tunnels with steep inclines of up to 3.5%.
In February 1944 this condition caused a first accident: the personnel of a US military train running in a tunnel on the Battipaglia–Metaponto railway was poisoned by poor-quality coal exhaust; one driver fainted, was crushed between the engine and the tender, and died. No action was taken to prevent the accident from happening again.
Accident.
In the evening of 2 March 1944 the freight train 8017 started from Naples heading to Potenza. It consisted of 47 freight wagons and had a remarkable mass of 520 tonnes; it also carried many illegal passengers.
The first part of the journey took place on flat railway, and the train was pulled by a E.626 electric engine. At 19:00 the train left Battipaglia and entered the steeper, non-electrified Battipaglia–Metaponto railway; the electric engine had been replaced by two steam engines (the 480.016 followed by the 476.058).
In Eboli some stowaways were forced off, but more boarded on following stops until they numbered about 600, making the train grossly overloaded. At midnight the train arrived in the Balvano-Ricigliano station, the last one before the disaster, where it stopped for maintenance on the engines.
At 00:50 the train restarted towards the adjoining Bella-Muro station, and reached a speed of about . After of travel, it approached the Armi tunnel, narrow and poorly ventilated, which is long with a 1.3% incline. As the engines entered the tunnel, the wheels started to slide on the rails (which were wet due to humidity), despite the use of sand boxes, and the train lost speed until it stopped, with almost all the cars inside the tunnel.
The air was already filled with smoke since another train had passed shortly before, and the drivers' effort to restart the train caused the locomotives to produce even more carbon monoxideladen smoke. As a result, the crew and stowaways were asphyxiated, so slowly that they failed to realize what was happening to them. Most died in their sleep. Of the few survivors most were in the last few wagons, which were still in the open air.
At some point the driver of the 476 locomotive tried to engage the reverse gear in attempt to exit the tunnel, but he fainted before succeeding. Moreover, he could not communicate with the driver of the other engine (which in fact continued to push in the forward direction) because the 476 was an Austrian-built engine with right-hand drive, while the 480 had left-hand drive as usual in Italian railways.
At 05:10 the Balvano station master learned of the disaster from last car's brakeman, who had walked back to the station. At 05:25 a locomotive reached the site but the many corpses on the track prevented it from removing the train from the tunnel; only some forty survivors in the last wagons could be assisted. At 08:40 a second rescue team arrived which hauled the train back to the station. Among the crew, only the one brakeman, and the second locomotive's fireman, survived.
Due to the large number of corpses, the wartime lack of resources, and the poverty of many of the victims, only the train staff received a proper burial; stowaways were buried without a religious service in four common graves at the Balvano cemetery.
Responsibility.
The accident was the result of many factors. The root cause was the lack of supervision by railway authorities, who tolerated that so many stowaways rode the train. Contributing factors were the low-quality coal, the lack of ventilation in the tunnel, the wet rails, and the fact that the train had a double heading instead of a push–pull configuration. The lack of communication between the drivers of the two locomotives was the eventual trigger factor. In addition, the death toll was aggravated by the delay in rescue efforts.
Despite this, the commission which inquired into the accident did not pursue those responsible, and considered it as caused by "force majeure". At the time, the catastrophe was attributed mainly to:
The station masters of Balvano and Bella-Muro did not act to determine the location of the train when it appeared late on the roadmap. However, in the post-war confusion it was usual for communications to be irregular, and trains could be greatly delayed. It was not uncommon that it would take over two hours to travel the mountainous 7 km between the two stations.
The provisions for the composition of the train came straight from the Allied Command, so the train and station staff could not stop the train and modify it. The Command itself organized a train to check the condition of the disaster, with staff equipped with oxygen masks, which recognized the actual development of abnormal amounts of toxic gases.
Ferrovie dello Stato Italiane declined all responsibility, claiming that in the complex end-of-war set up (where Italian authorities coexisted with the US command) they could not even immediately determine who had the responsibility for the management of one particular train. However the company could be blamed because at that time, despite the high demand on the route between Naples and Potenza, there was only one scheduled passenger train (train 8021), which left from Naples twice a week, on Wednesdays and Saturdays, which prompted an increase in illegal ridership on freight trains.
In attempt to prevent criticism, the Ministry of Treasury issued to the families of all identified victims the same compensation which was given for war victims (although it was paid more than 15 years afterwards).
Regulation changes.
After the disaster a limit of 350 tonnes was introduced on the entire line. In addition, for particularly heavy trains requiring two locomotives, a composition of an American diesel locomotive and an Italian steam locomotive was used in place of a double steam drive. Furthermore, at the south exit of the Armi tunnel a permanent guard post was established, which allowed trains to enter the gallery only when exhaust gases from previous trains had cleared.
The guard post remained in place until 1959, when all steam trains were banned from the line. The weight regulations were repealed in 1996, when the line was electrified.