The Casey Jones Wreck Report Letters
Chicago, May 10, 1900
Subject: Collision of trains l and 83, Vaughan, 4/30/00.
Mr. J. T. Harahan
Second Vice President
Dear Sir:
Referring the 478 report No. 26 of the Water Valley District, Mississippi Division, and various telegrams from Asst. Supt. Gilleas covering case of passenger train No.l, engine No. 382, Conductor J.C. Turner, Engineer J.L. Jones, running into rear of freight train No. 83, engine Nos. 870 and 87l, Engineers J. Markette and C. W. Marchison, Conductor E. Hoke, at Vaughan, Miss., 3:52 A.M., April 30, l900, in which accident Engineer Jones of No. l was killed and the following persons injured. Settlement of various cases having been effected as shown by amounts opposite names:
All of the above persons were on train No. 1; crew of No. 83 having escaped injury by jumping from their train. Efforts are now being made to effect settlement with Mrs. W. E. Breaux, and as her injuries were slight it is believed this can be done at small expense. Mrs. W. Deto, with whom settlement has not yet been affected, is the wife of Engineer Deto of our suburban service at Chicago, and no trouble is anticipated in effecting settlement with her; in addition to which, she was in all probability traveling upon a pass.
Estimate of amount of damage to property is given in the following tabulation:
Reports received to date indicate that Engineer Jones of the passenger train, who lost his life in the accident, was alone responsible for the accident as train No. 83 which was obstructing the main track at Vaughan sawing by train No. 26 was properly protected by flagman, who had gone back a distance of 3000 feet, where he had placed torpedoes on the rail; then continued north a further distance of 500 to 800 feet, where he stood and gave signals to train No. l; which signals, however, were apparently not observed by Engineer Jones: nor is it believed he heard the explosion of the torpedoes as his train continued toward the station at a high rate of speed, notwithstanding the fact it was moving up a grade; collision occurring at a point 2l0 feet north of the north passing track switch. It is also stated that Engineer Jones of train No.l failed to sound the whistle for the station when passing the whistle board.
Jones entered the service of this company as fireman in March, l888, was promoted to position of engineer in February, l890, since which date his record has been as follows:-
The accident is being made the subject of a regular investigation and full report will be submitted early as practicable; in which will be given any additional particulars obtained in relation to the collision together with definite advice as to amount of rest Engineer Jones had before starting out on this trip.
Yours truly,
A.S. Sullivan
General Superintendent
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Chicago, May 10, 1900
Subject: Collision of trains l and 83, Vaughan, 4/30/00.
Mr. J. T. Harahan
Second Vice President
Dear Sir:
Referring to my letter of May 10, 1900, in regard to passenger train No. 1, engine No. 382, Conductor J. C. Turner, Engineer J. L. Jones, running into rear of freight train No. 83, engines Nos. 870 and 871, Conductor E. M. Hoke, Engineers J. Markette and C. W. Marchinson, at Vaughan, Miss., 3:52 A.M. April 30, 1900, same being covered by Water Valley District, Mississippi Division, 478 report No. 26; letter above referred to stating that settlement had been made with all of the injured person except Mrs. W. E. Breaux and Mrs. W. Deto, Passengers, of New Orleans and Chicago, respectively.
Settlement has been made with Mrs. Breaux by payment of $1.00; the case of Mrs. Deto, who is the wife of engineer in suburban service on the Chicago Terminal District, is being followed up in the Claim Department.
In my letter of May 10th I also gave estimate of the damage as $2,996.25; the actual damage amounted to $3,323.75, in detail as follows:-
Trains lst 72, 83, lst 26 and 2nd 26 were at Vaughan Station for No. 2. First and 2nd 26 occupied the house track, which was clear, and lst 72 and 83 occupied the passing track, which lacked about l0 car lengths of holding the two trains. After sawing the two sections of No. 26 in at the south end, lst 72 and 83, while moving south on passing track to clear No. l at north end, stopped before going into the clear on account of air hose bursting on a car in lst 72, the rear of No. 83 fouling the main track.
Flagman J. M. Newberry of No. 83, who provided with the necessary signals, had gone back a distance of 3,000 feet to protect while the movements above outlined were being made. After placing a torpedo on the rail at a point 3,000 feet from the obstruction, he continued north a further distance of 500 to 800 feet, where he signaled No. 1 to stop; and although the engineer of that train had a unobstructed view of the flagman for l l/2 miles, he failed to heed the signals, and the train was not stopped until the collision occurred.
The explosion of the torpedo was heard by the crews of trains at Vaughan Station; by Fireman S. Webb (colored) on No.l, and by the postal clerks and baggageman on that train. Fireman Webb states that between Pickens and Vaughan Stations, after putting in a fire, he was called to the side of Engineer Jones, who lost his life in the accident, and they talked about the new whistle which had been put on the engine at Memphis; Jones stated that going into Canton it would arouse the people of the town. This was the first trip with the new whistle and Jones was much pleased with it.
Fireman Webb states that after talking with Jones, he stepped down to the deck to put in a fire; and just as he was in the act of stooping for the shovel, he heard the explosion of the torpedo. He immediately went to the gang-way on the Engineer's side and saw a flagman with red and white lights standing alongside the tracks; going then to the Fireman's side, he saw the markers of Caboose of No. 83. He then called to Engineer Jones that there was a train ahead, and feeling that the engineer would not be able to stop the train in time to prevent an accident, told him that he was going to jump off, which he did about 300 feet from the caboose of No. 83.
Fireman Webb further states that when the torpedo was exploded train No. l was running about 75 miles per hour; that Engineer Jones immediately applied the air brakes, and that when he (Fireman Webb) left the engine speed had been reduced to about 50 miles per hour. He also states that had he or Engineer Jones looked ahead, they could have seen the flagman in ample time to have stopped before striking No. 83.
Train No. 25 was also flagged by Flagman Newberry, and stopped where he stood, which was the same location from which train No. l was flagged.
Train No. l met train No. 2 at Goodman Station, No. l arriving at Goodman on time and taking the siding; it left there five minutes late, and at the time of the collision was 2 minutes late.
Trains Nos. lst 72 and 83 would not have been at Vaughan Station for train No.l but for the fact that No. 83 while pulling into the siding to let No.25 pass, pulled out two draw-bars; which resulted in delay and prevented No. 83 going beyond Vaughan Station for the two sections of No. 26 and No. l.
Engineer Jones was promoted to position of engineer in February l900 and had a reasonably good record, as shown in my letter above referred to; not having been disciplined for the past three years. He had been assigned to passenger service between Memphis and Canton about sixty days before collision occurred and at the first opportunity thereafter Superintendent King had talked to him about the importance of the trains to which he had been assigned, instructing him to use good judgement, especially in stormy weather; to keep close lookout for signals at all times, particularly in approaching and passing through stations and yards; adding that the trains he would handle had been successfully handled by other engineers who were on the runs and that satisfactory time had been made by them. He particularly cautioned Jones not to attempt to do any reckless running with the view of establishing a record of making fast time, or better time than the other men on the runs. Jones' work up to the time of the accident had been satisfactory.
As shown above, Engineer Jones was solely responsible for the collision by reason of having disregarded the signals given by Flagman Newberry.
I enclose a profile showing the grade and line of road in the vicinity of point where the accident occurred, also position of the flagman when flagging No. 1.
Yours truly,
A.S. Sullivan
General Superintendent
Copyright © 2000 Jack Gurner