| {From the minutes of the
Directors' Meeting of the Virginia Central RR, April 30, 1862} |
| |
| Richmond April 30th 1862 |
| At a meeting of the Board of Directors
of the Virginia Central Rail Road Company, present |
| |
E Fontaine |
President |
| |
Jacob Baylor |
Directors |
| |
John R Woods |
|
| |
N B Hill |
|
|
| Held for the purpose of investigating
the cause of the collision which occurred on this Road on the night
of the 5th and 6th instant, near Little River Bridge. |
| The first inquiry that engaged the
attention of the Board was, what precautions were used by the
Superintendent to prevent collisions, as there were two trains
running up to Gordonsville the same night that seven trains were
coming down to Richmond |
| It appears that there was a train going
West, under the charge of a Conductor named Brooks, which had
reached Louisa CH The original telegraph book, has this order, viz:
-- "Brooks;" remain at Louisa CH until further orders." Again; --
"Brooks;" You will wait until 7 trains pass you, an then go to
Gordonsville." Brooks waited according to orders. |
| The second train going West, left
Richmond at 10:45 PM and the first of the seven trains coming East,
left Gordonsville at 10:10 PM April 5th. These two trains came in
collision between one and two AM April 6th about 4 miles East of
Hanover Junction. The train from Gordonsville in the care of James
Taylor, Conductor from the Orange & Alexa Road started 35 minutes
before the train from Richmond in the care of J H Richardson; Taylor
had to cover 49 miles to Hanover Junction and Richardson 27 miles
that being the point where they were intended to meet, as appears by
the following telegraph addressed to the Agent at that, which was
received before Richardson started, viz. |
| "Mr Spicer, hold all trains for arrival
of Richmond from Richmond with Milborough and train" signed HDW"
Again; "(which is the address of the Hanover Junction Office) "Milborough
left here at 10:45, train No 1 East, will probably arrive at A
first. Dont let it pass until Milborough arrives" (singed) "HDW" |
If either of these orders had been
executed, the collision could not have occurred; and so far as H
D Whitcomb the Supt on the Central Road is concerned, he therefore,
cannot be answered for the accident; and JH Richardson the Conductor
of the train with the Milborough having acted under orders to go on
to the Junction where the Supt had indeorsed to the Eastern bound
trains, he cannot be blamed. |
| It may not be amiss to mention that Mr
Whitcomb is abundant caution (not relying on the two telegrams, in
general terms, ordering that "all trains" must be stopped until the
arrival of Richardson at the Junction, and then not to let No 1
pass) gave specific instructions that a Red Light be carried up the
Road. |
| The Supt and conductor Richardson being
acquitted of balance, it becomes necessary to enquire, to whose
negligence the disaster is to be attributed? |
| 1st Then to the Depot Agent at the
Junction. After being warned in two distinct telegrams that it
was necessary to stop all Eastern bound trains until the arrival of
Richardson with the Western bound trains, and in another to carry a
Red Light up the Road, he ought to have been aroused to the
necessity of extraordinary execution to prevent the fatal
consequences of a collision to human life and the property of the
Company; Besides, this the duty of extreme vigilance was the more
imperative, to prevent any delay in the transportation of troops at
that critical juncture; but, it seems he turned over the discharge
of this very important duty to his son, a youth employed in the
telegraph office, and being somewhat unwell retired to bed at an
early hour. From the testimony of his Son it does not appear he was
sick enough to prevent his personal attention to his duty, where so
much was at stake as he got up after Taylor passed without stopping,
and was also the next day. He should not have relied on the first
train stopping at his station, for it turned out that although
common precedence and caution ought to have caused the conductor to
stop, yet he did not. It seems that his son sent a common White
Light by a negro (not having a Red one) a short distance up the Road
but not until after the whistle of the train from Gordonsville was
sounded. It does not appear that any special caution was given by Mr
Spicer to his son, to be watchful to prevent the impending
catastrophie. His Son certainly used no such precaution |
| 2ndly As to Mr Taylor the
conductor of the leading Eastern bound train. He excuses himself for
all delinquencies on the ground that a "pilot" was put on the Engine
with his runner. As far as this Board is informed, the duty of a
"Pilot" is only to give the Engine runner information as to wood and
water Stations, all local peculiarities, such as grades, bad places
in the Road &c &c. The Pilot has no control over the runner as to
the speed of the train, nor over the breakman. The safety of a train
depends on the manner the Engineer and breakmen discharge their
duty; They are subject to the authority of the Conductor. I appears
from the evidence that an effort was made by Mr Netherland, one of
the Companies Agents at Gordonsville, to have Mr Kupee detailed as
conductor of the leading train he having the full confidence of the
Supt, but the effort failed in consideration of Mr Taylor having had
much experience as a conductor on the Orange & Alexa Road; no
responsibility can therefore be shifted from Mr Taylor to Chas
Phillips the "Pilot" who had never been the service of this Company,
except as a fireman, a position often filed by negroes on this Road. |
| It seems that Mr Taylor was told by Mr
A. J. Gooch the Company's principal Agent at Gordonsville, that the
Road was clear. This ought have excused some inattention in
running between stations. But it appears that from Gordonsville
to the point of the collision, he disregarded the most common rules
of procedure and caution. Although the Gordonsville Agent thought
the Road was clear, yet it could not be known what emergency might
compel the Supt then at Richmond to start one or more trains
Westward; if he had stopped at either of the Telegraph Stations,
Louisa CH Beaver Dam or Junction, he could have recd information
that would have prevented the collision He was the only one sent out
of the seven conductors, who did not stop at each of the telegraph
Station for orders, as they came down He not only failed to stop as
he should have done at these stations, but it is proven that his
train ran over the switches at a rapid speed contrary to rules of
all Railroads. |
| It appears from the evidence of the
Pilot, that the signal was sounded for applying breaks to arrest the
train about half mile from the Station at Freds Hall for the purpose
of getting wood and water, but either the high speed of the train or
the failure of the breakmen to do their duty, prevented its stopping
until it passed several hundred yards. It does not appear that there
was any effort made by the Conductor to prevent a recurrence of this
improper conduct on the part of the Engr or breakmen, or both, for,
in passing the Junction, tho the signal for breaks was sounded abut
one mile off, and the sounding was continued until the train passed
the Station. The train passed rapidly by the Station, crossing the
Fredericksburg Road, and was not arrested until it had gone one
mile. |
| It seems that a lantern was exhibited in
a cut about quarter of a mile from the Junction, and a candle as
close to the track, as the operator could safely stand; neither of
which had the desired effect of causing him to stop; although the
train was arrested as stated above, after passing the station about
one mile, he did not return. It is also proven, that when the train
was arrested after passing the Junction the Engineer tried to find
Mr Taylor to complain of the breakmen, but failing to do so, started
and rushed headlong upon Richardson's approaching train |
| Again, from the reports of telegraph
operators of the time between Gordonsville and Junction, Mr Taylors
speed was fully equal to that of the Mail train by day light; If he
had not run at an indiscreet speed Richardson would have reached
Junction first, it thus appears that if he had not run at improper
speed the accident would have been prevented, (supposing that he did
not run into Richardson's train after he had stopped at the
Junction) but from the manner in which he passed that place, there
might have been some danger even if Richardson had arrived. |
| Mr. Taylor in his statement before the
Board, made some allusion to a telegram of Mr Whitcomb in which he
used the expression, "Be quick, minutes are now hours." On examining
the record it was found, that the first train from Orange had
arrived at Gordonsville at 7:30 and considerable delay having
occurred in getting off the trains the Supt appears sent one or two
messages hurrying the Gordonsville Agent in starting the trains.
This language was addressed to the Agent at the place for the
purpose of getting the trains off, and cannot be properly
constructed as designed to influence the speed of the trains after
starting. |
| In reference to A J Gooch it appears
that he decided, from what reason we do not know, that the Road was
clear, and acknowledged that he so informed Mr Taylor when he was
about to start with the first train. There is nothing in any
telegram sent to Gordonsville on the occasion to justify any such
conclusion |
| The telegram which was sent to regulate
the starting of the trains was directed to M A Netherland the
assistant agent; Mr Gooch having informed Mr Whitcomb that he was
concerned, but nevertheless it appears that Mr Gooch acted in
starting the trains under the telegram directed to Netherland. In
that telegram Netherland was told to instruct the Conductor of the
first train to order wood and water for the six trains that were to
follow. Mr Gooch did not give the instruction in reference to
ordering wood and water; if that order had been given to train No 1
and had been executed, it would have constrained the stopping at the
Stations and would have prevented the collision. Mr Gooch says he
did not see the instructions that No 1 was to order wood and water,
all the Board can say, that the instruction being on the same
telegram under which he added in starting the trains, he ought to
have seen it and it is very unfortunate if it escaped his notice, as
attention to it might have prevented the collision. |
| {investigation continued on May
8} |
|