The following is my version.  None of the thoughts nor details are original. I have selected excerpts from four different sources all of which are acknowledged.  Between this account, the official Accident Report, the Water Valley Museum's site and the Jackson Tennessee site, and the Jordanart site's account, you should be able to have a pretty good picture of what actually happened.

The events started on April 29, 1900 in Memphis Tennessee.  Casey Jones volunteered to take the #1 Passenger Train from Memphis to Canton.  The Engineer scheduled to make this run was ill.  The engine was the 382 with Sim Webb firing and J.C. Turner as the Conductor.  The scheduled departure time for the train was 11:15 p.m.  Records indicate the train left at 12:50 a.m. on the morning of April 30.  If you are counting, this was 1 hour and 35 minutes late.

Passenger comfort took second place to train schedules.  Every effort was made to make sure the train ran on time.  Officially, there were rules about train operation.  Unofficially, the penalties were more severe for running behind than breaking the rules.

The passenger trains took priority on the rails.  A passenger train never had to "go in the hole" for a freight train to pass.  The only time a passenger train ever went to a side track or "passing track" was to allow another passenger train to pass.  In other words, Casey had a clear path from Memphis to Vaughan where he was scheduled for a meet with the North bound #2.  Even there, Casey had the right of way.  It was clear running to Canton, or so he thought.

Another factor in this history making run was the 382 itself.  It was a Rogers Ten-Wheeler with six drivers, each approximately six foot high.  This was a very powerful train with a light load and a long way to go in a very short time. All of the conditions were right for a record run and Casey apparently took advantage of the situation.

Some historians claim that Casey reached speeds in excess of 100 miles an hour in this fabled run.  This speaks well of Casey's knowledge and skill.  The 188 mile run from Memphis to Canton was known for tricky curves.  It is reported that many engineers refused to work this run due to it's deceiving track.  There were long descents which would build maximum speed with a tight curve at the bottom.  Other curves seemed to come out of nowhere.  One would have to know the track very well in order to accelerate a train up to these speeds and still be able to slow down in time for a tight curve.  Then, as today, trains aren't known for their stopping ability.

Water stops in Sardis and Grenada showed that Casey was gaining ground all the time.  If the reported departure time is correct, Casey arrived in Goodman on time for a meet with #2 at Vaughan. An incredible feet to say the least.  However, as he passed the Goodman station, the stage of his tragedy had already been set 1/2  to 3/4 of a mile north of the current site of our Museum in Vaughan.

This illustration will help you visualize the events:

As Casey rolled south, Freights #72 and #83 (center of illustration) were both on the passing tracks at Vaughan but there were more cars than the track would hold. The normal procedure here is for the #72 and #83 (odd train numbers are south bound, even train numbers are north bound) to "saw" north and south on the tracks to clear the track for the approaching train.  As the #1 train approached the site, the 83 would move forward and the 72 would move back, making room for Casey to pull up to the part of the 72 that was still blocking the track.  The 83 would then move backwards and the 72 move forwards to clear the track for Casey and the #1.  The north bound #26 had already arrived and been sawed into another side track west of the main line (bottom right of illustration).  This was the train Casey was originally scheduled to meet at Vaughan so that they could pass.  However, a problem had occurred.

As the 83 and the 72 sawed back and forth to clear the north passing track switch, an air house broke on the 72 and he couldn't move.  Several cars of 83's train were still out on the main line above the north switch.

Flag man J. M. Newberry of the 83 had gone back a distance of 3000 feet (according to accident report) and placed torpedoes.  These were explosive devices that would explode when a train hit.  If an engineer missed the flagman, the noise of the explosion would then alert the engineer that imminent danger was ahead.  It is the reported that Newberry proceeded another 500 to 800 feet from the torpedoes where he stood with lanterns to signal the #1 to stop.

The next events area matter of speculation.  Sim Webb, the fireman on the #1 reported that he had been called to Casey's side and they had talked about a new multi-toned "calliope" whistle that had just been installed on the 382. Casey was talking about the interest it would cause in Canton when he blew the new whistle.  Webb states that he then went to put in a fire. As he stooped for his shovel, he heard the torpedoes explode.  He looked out the engineer's side of the train and saw the flagman with red and white lights trying to flag the train.  He states that he then went to the Fireman's side and saw the markers of the caboose of the 83. He then called to Casey that there was a train ahead.  He says that he told the engineer that he was going to jump, later he said that Casey told him to jump.  Over the years, Webb's account of the accident tended to change according to what he thought the listener wanted to hear. Regardless of the controversy, the fact is that Webb jumped and Casey stayed aboard to stop the train.

According to Bruce Gurner, once the Engineer had completed the stopping procedures there was nothing left for him to do.  At this time Casey could have jumped but he didn't.  Bruce's theory is that Casey was so dedicated to the safety of his passengers and crew that he stayed aboard in case there was even a remote chance that there might be something further he could do to avoid the collision or reduce the impact.  I like the thought enough to prescribe to the theory myself.   However, we will never know what was going through Casey's mind as the 382 collided with the rear of the 83.

Although the ICRR report blames the accident completely on Casey, there is no doubt that the did all he could.  Casey, it turns out, was the only fatality in the accident.  The other injuries were only slight.  As the trains collided, Casey was struck in the neck by a board.  He was removed from the wreckage alive and carried to the Vaughan Station where he died lying on the back of a baggage wagon.  His body was carried back to Jackson, Tennessee, where he resided at the time and buried. 

A historic marker was placed at the site of the wreck but was stolen some years back. We are currently trying to get a new marker established  contact the museum if you would like to help with this endeavor.