Here is a actual transcript of the "Casey" Jones "Cannonball" accident report, digitized by
wolfgang@sunspot.nosc.mil (Lewis E. Wolfgang)
Chicago, May l0, l900
Subject: Collision of trains l and 83
Vaughan, 4-30-l900
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 L. Markette and C. W. Marchison, Conductor B. Hoke, at Vaughan,
Miss., 3:52 A.M., April 30, l900, in which 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:
Simon Webb, Fireman Train No. l, body bruses
jumping off Engine 382.................$5.00
Wm. Miller, Express Messenger, slight injuries..25.00
W. L. Whiteside, Postal Clerk, jarred........... l.00
R. A. Ford " " " ........... l.00
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 toropedos 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:
Engineer Jones was promoted to position of engineer in February, l900, and
had a reasonably good record, not having been disciplined for the past three
years. He had been assigned to passenger service between Memphis and Canton
about 60 days before collision occurred and at the first opportunity
thereafter Supt. King had talked to him about the importance of the trains to
which he had been assigned, instructiong 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. He
particularly instructed 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.
The actual damage of this collision amounted to $3,323.75.
Trains lst 72, 83, lst 26 and 2nd 26 were at Vaughan Station for No. 2; lst
and 2nd 26 occupied the house track which was clear, and lst 72 and 83
occupied the passing track, which lacked about l0 car lenghts 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 to place torpedoes, also to signal Engineer on No. l to stop, and
although he 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 was heard by crews of trains at Vaughan Station by
Fireman S. Webb (colored) on No.l, and by the postal clerks and baggageman on
the 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 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 the 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 exploded, train No. l was running about 75 miles per hour; that
Engineer Jones immediately applied the air brakes and that when he 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 5 minutes late, and at the time of
the collision was 2 minutes late. Trains 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
sectiions of No. 26 and No. l.
As shown above, Engineer Jones was solely responsible for the collision by
reason of having disregarded the signals given by Flagman Newberry.
/s/ A.S. Sullivan
General Superintendent