Compiled by Wayne Blanchard; last edit 12-5-2024 for upload to: http://www.usdeadlyevents.com/

— 41 Railroad Stories. “July in Railroad History,” July 1935, p. 28.[1]

–>18 Historical Marker Database. “1889 Thaxton Train Wreck.” 11-2-2024 revision.

— 17 VA Railroad Commissioner. Fourteenth Annual Report…Commissioner…, 1890, p. vii.

Narrative Information

Railroad Stories: July 2, 1889. “N. & W. wreck at Thaxton, Va.; 41 killed when express train goes into washed-out culvert.” (Railroad Stories. “July in Railroad History,” July 1935, p. 28.)

“This, the most serious accident which ever occurred to a passenger train in the history of Virginia railroads, in which 17 persons were killed, their bodies burned beyond the possibility of recognition, and others injured in various ways, resulted from the washing out or undermining of the track, which had been in constant use for more than 35 years, without ever giving way, or indicating any weakness whatever.

Report of the [VA] Railroad Commissioner. “The Norfolk and Western Railroad Accident:

“Account of the destruction of passenger train No. 2, Norfolk and Western Railroad, July 2d, 1889, near Thaxton’s depot, Bedford county.

“I reached the scene of the accident as soon as it was physically possible. From the examination made in person, and from information obtained from various sources, I became satisfied that this appalling disaster resulted from a cloud burst. The country for several miles around, showed unmistakably the terrific effects of a sudden and tremendous deluge of water. This view is sustained by the testimony of old residents of the vicinity, and by the report of the grand jury of Bedford county, made to the Hon. Micajah Davis, county judge, at the July term, 1889….” [p. vii.]

Dear Sir [Railroad Commissioner]:

Below find report of accident, date July 2d, 1889. Train No. 2 of the 1st. Lynchburg Division. Place: Newman’s Fill, about half mile west of Thaxton station….

About 1:25 A. M., July 2d, 1889, train No. 2 of the 1st inst., was wrecked at New- man’s Fill, about a half mile west of Thaxton station, caused by a water spout or cloud burst, damming the water up against the bank, which saturated it and percolated through, washing away a portion of it over the culvert, but not up to the track, causing the bank to give away when the weight of the engine and train came on it, and letting the engine settle down to the bottom; the cars, with the exception of the rear sleeper, (Calmar), following into the chasm made. Some few minutes after, sleeper Beverly, which was next to first class coach, (No. 63), careened and fell over on the other cars, and to this circumstance is attributed the cause of so many more persons having been killed.

The train was running at the rate of 15 or 20 miles per hour at the time the accident occurred, and was being handled carefully under orders given by myself personally to the conductor, who communicated it to the engineman.

About one hour and five minutes after the train was wrecked, fire broke out in the ruins, having been started by the fire in the fire box of the engine, and the entire train, including the sleeper Calmar, which did not leave the track, was consumed by the flames, burning the bodies of the persons still confined in the ruins to a charred mass, rendering identification of them impossible, except in two cases, that of the engineman, Pat Donovan, and a child by the name of Patty Carrington, adopted daughter of Mrs. Judge Thompson.

Immediately after the accident occurred, the rear brakeman, who was sitting on the rear platform of the last sleeper, started back to flag the following train, not even waiting to ascertain what the character of the accident was; and all necessary precaution to carry out his mission was accomplished.

As soon as a relief train could be gotten to the scene, the injured persons were put on it and brought to Roanoke and quartered at the Hotel Roanoke with the exception of five who had gone to the station at Thaxton, who were taken to Liberty and placed in the hospital at that point. Physicians who had been summoned, rendered all necessary attention, and the parties were dispatched to their homes after their wounds had been dressed and they were in a condition to move. At this time, all with the exception of two at the Hotel Roanoke, and five at the hospital at Liberty, have been sent to their homes, and it is expected that all of them will be in a condition to move home this week….

“S. L. Boyd, flagman, testifies as follows:

After leaving Blue Ridge, we stopped twice before leaving Buford—once at Ironville and once east of that point a short distance. After leaving Buford, we ran very carefully. I could have gotten off the train without getting hurt, even at night, at the speed we were running when the accident occurred. I was sitting on the platform of the rear sleeper on a camp stool when we ran into the washout; and when the train stopped, I felt a jar such as that occasioned by the application of air brakes. It was very slight, however, and did not move me from the stool I was sitting on, or move it.

I went back about two miles after Mr. Elam told me to start to flag any following train, having jumped off shortly after the train had stopped, to be prepared to go back. I did not know what had happened until sometime afterwards. I went back to Bowcock’s crossing, and stopped there sometime after having put down one torpedo. I then saw a red light coming up the track from the east, and waited until the man got up to me, and he told me that Mr. Cassell had told him to go back until he met someone. I gave him my torpedos and fuses, and the man went back to Bowcock’s, and woke him up, and told him what the accident was, as the flagman I had met informed me, and he (Bowcock) got his farm hands together and we started back to the scene of the wreck. We met Conductor Johnson coining up the track with some ladies and gentlemen.

When we got near the wreck, he told me to go on and do what I could for the injured people. I got Mr. Stead out after I returned. He was lying in the water. He was dead when I got to him…. It was fully an hour or more after the wreck occurred when I got back to it, and the fire was burning when I reached the scene. After my return, Mr. Elam, Mr. Tanner, Mr. Scott and myself tried to find out if there were any people in the wreck who were not dead, with a view to getting them out, but received no responses to our calls. We went all around the wreck, and called to know if there was any in there we could help. Our survey was thorough and consumed all of half an hour. There were no lights in any of the cars when I got back to them.

I do not think the speed of the train was over 15 miles per hour when it ran into the washout. I was outside of the car all the way, and knew the train was going to stop at Thaxton. Had torpedoes and red lights in readiness to go back and flag as soon as the train stopped….

The accident occurred at 1:25, A. M., at a point one-half mile west of Thaxton. No. 2 is due at Thaxton at 12:40, A. M., so that it was, as near as can be calculated, 49 minutes late when it arrived at the washout, which shows that it consumed 25 minutes running the last six miles and a half.

When the train ran into the washout, I was thrown violently to the opposite side of the car from which I was sitting, and in the inexplicable crash I was more or less cut and bruised, but by some supernatural power, I was enabled to extricate myself from the perilous position in which I found myself. When I crawled from the car, or what was left of it, I fell into the water below, and was rapidly carried off by the current, soon succeeding in reaching a place of safety. I crawled up the bank to the track. I then discovered I was suffering from the loss of blood. The night was extremely dark, and I saw no lights except the green lights in the rear of the last sleeper. I contemplated for a moment what was best for me to do, and concluded that relief was needed more than anything else, and started for Thaxton, but before doing so, I sent the flagman of the freight train that preceded us, who was sent back to stop train No. 2, on west to stop the freight train that followed us from Bonsack, and that I knew had passed Blue Ridge when we left Buford. Afterwards I found that fortunately the flagman of our train had already started back to flag the freight train.

“Conductor R. P. Johnson, testifies as follows:

I was in the second class coach, No. 53, at the time of the accident, and was standing in the aisle, having just finished giving the engineman signal by the whistle cord to stop at Thaxton, when the train went down. I was pinned in the car after it reached the bottom of the washout, but managed to free myself and got through the bottom of the car into the stream, which carried me down some distance. I scrambled up the bank on the west side of the sleeper Calmar, which was standing on the track, and went in it and told the passengers what had happened and asked them to go down and assist the engineman, but not one acceded to my request. In crawling up the bank I noticed it was giving away, and feared the rear sleeper would sink, and so I told the passengers in it to dress and get out.

The speed of the train at the time the accident occurred, was from 18 to 20 miles per hour. My opinion is there were between 20 and 25 passengers in the first and second class coaches….

“Statement of Mr. A. Bruner, Division Engineer:

The culvert near Thaxton is 3×44, built of rubble masonry, and at date of accident was in good repair. Up to date of accident it had been amply sufficient to carry off all water draining into it. From inquiry I found that the water at this point had never been known to rise above the cover stone of this culvert but once, and upon this occasion it was about level with the top of the cover stone. This would make the height of the water above the bottom of the stream about five and a half to six feet. Upon this occasion, July 2d, the drift left by the falling of the water would indicate that it was a little higher than the embankment, which at this point is twenty three feet high, and judging from the after appearances, the pressure of the water burst the lower end of the culvert and carried away enough of the embankment to allow the weight of the mass of water above to force out what was left.

The valley whose drainage passes through this culvert, is about one mile long; at no place more than one-fourth of a mile wide, and generally about 1,000 feet across. Into it runs a small valley about one-fourth of a mile long, and a few hundred feet wide. The slopes on all but the extreme north end are quite easy, cultivated. and the hills low.

From the above you will see that, with an ordinary storm, rain enough could not fail to wash out a culvert the size of this one, and judging from the reports of the residents of the neighborhood, and from some of the effects of the storm seen by myself, (given below) it was a little short of a convulsion of nature….

“Statement of Capt. W. H. Stanley, Supervisor:

The place of the accident was 765 feet east of mile post No. 235, on an embankment 23 feet high and 90 feet in length, having washed out. The track-watchman, John Johnson, who lives about 600 feet east of Thaxton station, says he had started over the track, going west, and had gone but a short distance when he heard the water rushing down the branch in the direction of his house; he returned to wake up his family, and in a few minutes after he entered his house, the embankment near 234 mile post gave away, taking with it a portion of his (Johnson’s) house; he, with his wife and child, escaped by going up stairs, where they remained until the water had fallen, his house being surrounded with water five feet deep. This house was three-quarters of a mile east of the place of the accident, and at the second break in the track. At this point, the gap was 115 feet in length and 25 feet deep. Had the watchman been able to cross the break at 234 mile post, he could not have crossed the one at 235 mile post.

There were nine other embankments and culverts damaged in addition to the two that washed entirely out, making eleven in a distance of six miles. The water was 20 feet deep at some of the culverts. The oldest people living around Thaxton say they never saw such a rainfall. I am of the opinion that the train was within half a mile of the bank when it washed out.

The culverts were in good order and had stood all rains for more than 35 years….

“Statement of Sandy Jones, Section Foreman:

On June 30th, 1889, heavy rain occurred in this section of the country, and on the night of the 30th, myself and two hands were busy during the night watching the section. On the morning of the 1st, went over my entire section and removed all debris from the track and culverts, so that by night the culverts were entirely free from all obstructions. Between 9 and 10 o’clock P. M., I took a close observation of the elements and saw stars shining, and being physically broken down, and thinking there would be no further rains during the night, I returned and slept very sound, a thing I very rarely do.

About 1:30 A. M., I was aroused by Mr. Roberson, the depot agent, who informed me that a wreck had occurred near Thaxton. I immediately repaired to the scene of the action and found that the fill over Gray’s Branch had been washed out, and the east bound passenger train No. 2 had been wrecked. John Johnson, my night watchman, was seen by Mr. Roberson on the night of the 1st with his lamp, and for some reason went to the house where he lives, which is only a few hundred yards from the track, and when he got to his house he found the branch at Thaxton had risen so that the water was running into the first story of his house, and for the safety of his family he had to remove them to the second story, and while he was doing this work the fill gave way at Thaxton and surrounded his house with water, so that it was impossible for him to get out and inform me or anyone else of the danger.

I will also state that Mr. J. T. Chilton, a citizen of Thaxton, 72 years of age, says he never witnessed such a rain, and that the most of it fell within the space of an hour. I will also state that Permitta Holly, who lives within 400 yards of where the wreck occurred, said she heard the fill when it gave way, and that it was not more than two minutes before the train dashed into it. I will also state that I have been in charge of this section for 14 years, and this is the first accident that has ever happened on account of the track being out of order….

[Report of James C. Cassell, Superintendent, Lynchburg Division]:

When I boarded the train at Roanoke, in company with E. L. DuBarry, Sup’t Eastern Division, I remarked: We will leave Roanoke on prompt time, which is something unusual for this train. It was not raining at that time, and there were no indications of an extraordinary rain-fall. Soon after our departure from Roanoke, I made preparations to retire in the Norfolk sleeper Beverly.

At Blue Ridge I was handed a telegram from Mr. Frank Riley, Chief Dispatcher, advising me that the conductor of a freight train that preceded us, reported high water between Thaxton and Liberty, and that telegraphic communication was cut off east of Thaxton. I immediately went forward to the second-class coach, and instructed Conductor Johnson to stop at Buford until I could learn the positions of the trains east of Thaxton, for the purpose of enabling me to give them orders to proceed when I arrived at Liberty. Just west of Ironville the train was signaled to stop by a watchman, on account of water running over the track at that point. Upon examination I found that the water had entirely submerged the ties, but was not over the rails. I have frequently known of water at that point being higher than it was on this occasion. At this time, 12:28 A. M., it had not commenced to rain. The train proceeded very slowly, not exceeding a rate of four miles per hour, until after passing the point at which, in my opinion, there was any liability of danger. Just beyond the point at which the track was inundated, there is a road- crossing which was obstructed by earth and stone washed there by one of the phenomenal storms which various sections of this country have experienced for a month or more past….

Before reaching the point above referred to, I stopped the train and required the conductor to proceed ahead of the train with a lantern, to make an examination of the track, and it was found to be entirely clear. The train then proceeded at a very moderate rate of speed to Buford, at which point I went into the telegraph office for the purpose heretofore mentioned. After being informed of the position of the trains east of Thaxton, I came out to the train and met Mr. A. M. James, Road Foreman of Engines, who had also boarded the train at Roanoke, (No. 2,) intending to go to Burkeville. I explained the situation to him, and he replied that he would ride on the engine and direct the engineman to run carefully, and, at the same time, remarked that he would have him run very slow at Goose Creek—Bridge No. 125—near Price’s tank, and after passing that point, there were no dangerous places before reaching Thaxton; but that he would have the train run very carefully all the way. I then said all right, stop at Thaxton, as I wish to issue some orders from that point. I then returned to the baggage car and the train proceeded. I was seated at the side door on the north side of the car, observing the condition of the road, particularly just east of bridge No. 125, and at that point the water in the ditches indicated there had been heavy rains there a short time previous, but there was nothing that I could discern that would lead me to fear any danger whatever ahead. At that time it was still not raining, nor had any rain fallen since the departure of the train from Roanoke.

Beyond Price’s tank I saw no water in the ditches, and when the train was precipitated into the washout, one half mile west of Thaxton, which produced such disastrous results, notwithstanding I did not lose my presence of mind for an instant during the terrible ordeal, I had not the slightest knowledge of what had caused the terrible catastrophe. To the beet of my knowledge and belief, and I feel positive from the position I occupied, that I am better able to judge than any other person who survived the accident, the speed of the train at the time of the accident did not exceed from 15 to 20 miles per hour….

Upon reaching Thaxton, it was discovered that there was also a washout just a short distance east of that station. I immediately started a man with a red light and torpedoes that I procured from the agent, east, to stop any west-bound trains that might approach. I then endeavored to telegraph for assistance, but found that the wires were down, and that we were isolated, as it were, from the outside world. I then dictated messages to the agent and had them dispatched by special messenger on horseback to Liberty and Buford, and in response a relief train from Buford with three physicians, and one from Liberty with three physicians, also arrived.

After that was done, I rendered such aid as I could, to alleviate the sufferings of the injured persons that had been brought to Thaxton, and at 2:30, A. M., returned to the scene of the wreck to render what assistance I could there, and discovered that a conflagration had taken place. At that time there could be nothing heard except the burning of the debris, aside from which the silence was painful; and I am of the impression that the fire did not cause the death of any of the injured.

In my opinion, the terrible calamity was beyond human power to prevent or foresee, and thereto; it was unavoidable, and was caused by a water spout or cloud burst, as the fill which was washed out has probably stood for a period of 20 or 30 years, and has never been affected by high water or heavy rains before, and the culvert underneath the embankment has been found fully capable of draining off all the water that had fallen since its construction. In this opinion, the oldest inhabitants of the neighborhood contiguous to the scene of the disaster, agree. Messrs. Marshall and Otey, farmers, residing a short distance from the culvert, one on the north side, and the other on the south side of it—stated to me that there had been no rain there that day, prior to 10 o’clock, P. M., with the exception of a slight shower in the afternoon, and that it rained in torrents from 10 P. M., to 2 A. M. The force of the rain was so great that they feared some calamity was about to take place, and the families of both of the gentlemen referred to, left their beds with a view of being prepared to seek a place of safety in case their fears proved true.

From the position of the engine and cars after the accident occurred, at least a portion of the track and the bank must have been intact at the time the engine went upon it, but, being thoroughly saturated with water, the weight of the engine caused it to give away in an instant. The volume of water which had accumulated on the north side I think percolated through the embankment and forced an outlet through it over the culvert and passed off before the fatal train arrived. So great was the force of the water, that rocks two cubic feet or more in size were carried several hundred yards from the line of the road.

I do not think the engine made a plunge as has been stated, but sank rapidly as the bank settled under it, and there can be no doubt that all those who lost their lives died instantly…

[Statement of Edmund L. DuBarry, Superintendent E.D., passenger on the train]:

…. I see in the published accounts of the accident that the train….was set on fire by lamps exploding. This is false, for I know better, having lain in the wreck for over an hour, and watching the fire drop from the boiler, and being present when it broke into a bright blaze. When I got out of the wreck, there was but one light visible in the entire train, and that light was in the sleeping car in which I was riding. I sent Conductor Scott in there and got that light out and used it so as to guide us in among the debris to see if we could find any wounded….

Relief not reaching us, I became anxious, fearing there might have been some trouble behind. Mr. Cassell and I started to walk to Buford. After going a short distance, we decided that one of us had better remain with the wounded, so he returned and I continued on, but just before reaching Buford I met the engine coming with the doctors, and at once returned to the scene of the accident, with medical assistance. Then Mr. Cassell sent the engine back for two cabin cars that were on Buford siding, so that we could get the wounded out of the rain. The engine returned with them, and we got in as many of the wounded as possible before your arrival.

[Statement of W.W. Coe, Esq., Chief Engineer, Roanoke, Va.]:

Dear Sir:

In considering the cause which led to the accident near Thaxton, it would be well to begin by describing generally the country in that vicinity, through which the Norfolk & Western railroad passes.

Bedford county, which includes most of the territory covered by the storm of July 1st, has for its north-western boundary the main chain of the Blue Ridge mountains. A few miles south-east of the ridge are situated the Peaks of Otter, which are some 4,300 feet above tide, and from these mountains, spurs and ridges extend in all directions, with frequent detached hills scattered throughout the country.

The Blue Ridge naturally is the source of nearly all the streams in Bedford and surrounding counties, and in the neighborhood of the peaks, two streams of magnitude, with numerous tributaries, rise and flow in a southerly or south-easterly direction from the Staunton river, which is the boundary on the south-west side of Bedford county; these are Big Otter, Little Otter, and Goose creeks, and, with their numerous branches, they constitute the drainage for three-quarters the area of Bedford. The county over its entire surface would be considered hilly, and throughout the length of the two principal creeks, they are frequently added to by smaller streams, which rise among the ridges and hills mentioned above as being scattered all over the section.

The Norfolk & Western railroad enters Bedford county on its western border, about twelve miles east of Roanoke, at the summit of the Blue Ridge mountains, and runs transversely through it in a general easterly direction to the Campbell county line, about seven miles west of Lynchburg….

One mile north of Thaxton is a ridge about 330 feet high and probably two miles long. From this ridge water flows into four separate creeks. Big Otter on the north; Little Otter on the east; Wolf creek on the south, and Reed creek on the west. Reed creek crosses under the railroad about one and one-half miles west of Thaxton, and flowing in a south-westerly direction, empties into Goose creek in a distance of about three miles. The same spring branches, forming the head waters of Wolf creek, crosses tinder the railroad on both sides of Thaxton station, and as mentioned above, after joining together, flows into Goose creek in a distance of some seven miles….”

All the creeks and other water courses throughout this region rose to a higher point than ever before known ; land which heretofore had always been considered perfectly safe from any danger arising from freshets was overflowed, and in many places, washed out. The loss of property to land owners and farmers has been very large, and almost everyone has suffered to an extent never before experienced from a like cause. Bedford county has also sustained considerable logy in the damage received by its wagon roads and bridges, and the supervisors of that county estimate that from $25,000 to $30,000 will be required to put them in the same condition as they were before the storm.

One bridge at Wilkes’ mill on Big Otter, one-half mile above the railroad bridge was an iron truss erected in 1878 or 1879 to replace a former wooden one. It had been built four feet higher than the old bridge, and was considered entirely safe, but early on the morning of July 2d was completely carried away. Two more large bridges on Big Otter, and one on Goose creek, in addition to several small bridges on both streams were also washed out. On Big Otter four miles north of Liberty, Langford’s mill, which has been for years located on the creek, was completely washed away, and in the debris found lodged near the railroad crossing of Little Otter, were found parts of machinery of mills that were washed down that stream….

[Provided by F. J. Kimball, Esq., President]:

Dear Sir:

You will please find a full and complete report of the disaster which occurred about one-half mile west of Thaxton, on the morning of July 2d, 1889, in which passenger train No. 2, east-bound, was first wrecked and then destroyed by fire, and by which seventeen persons were killed and twenty-one injured.

The train left Roanoke on time, 11:58 P. M., with engine 30, N. & W. Postal car, 280, E. T., V. Sr. G. Baggage car, 57, N. & W. coaches 54 and 63, and Pullman cars Beverly, Toboco, and Calmar; in charge of Engineman Patrick Donovan, Fireman J. E. Bruce, Conductor R. P. Johnson, Baggage-Master W. H. Ford, Brakemen W. C. Glass and S. L. Boyd.

The train passed Bonsack on time, and arrived at Blue Ridge two minutes late; left six minutes late. At Blue Ridge advice was given conductor and engineman of heavy rain-fall, and they were directed to run carefully. That they did this is evidenced by their getting to Buford twenty-seven minutes late, and leaving thirty-two minutes late. The superintendent of the Lynchburg division, James C. Cassell, was on the train, and at Buford went into the office. There was no communication by wire east of Thaxton. He decided not to retire until after the train should have left Thaxton, as at that point he expected to be obliged to move trains himself. Mr. Cassell expressed his intention of getting on the engine to ride to Thaxton so as to insure careful running on the part of the engineman. The road foreman of engines, Mr. A. M. James, who was with Mr. Cassell, offered to ride on the engine in his place, and did so. Everyone was perfectly cognizant of the heavy rain-fall, and was on the lookout for possible danger. I call attention particularly to the fact that at this time, one o’clock, A. M., there was no rain falling at Buford.

The train ran slowly, not exceeding a speed of twenty miles per hour. At locations where the water was accustomed to run over the track during the heaviest known storms, the speed was reduced to a rate sufficiently slow to enable the men on the engine to make sure that everything was safe. This is shown by the testimony of the watchman on track at Goose creek, and by Mr. Cassell and others on the train. After leaving Goose creek, the train continued running slowly because of the very dark night and renewal of heavy rains.

As the train neared Thaxton, the engineman whistled for and had answered the conductor’s signal to stop at that station. Just at the moment when the engine was about leaving the embankment over a small spring one-half mile west of Thaxton, called locally “Newman’s Fill,” the embankment gave way under the engine, causing it to drop back into the chasm. The momentum of-the train forced the tender of the locomotive to turn completely over the boiler head of the engine, and the mail and baggage cars went over these and on the left side of the engine and abreast of it. The two passenger coaches and one Pullman car followed, leaving two Pullman cars practically on the bank. There were two distinct shocks, and interval of ten minutes intervening between the two, showing conclusively that a portion of the embankment went out after the engine went down. The passengers in the smoking or second-class car, generally escaped, as did those in the sleeping cars; but those in the first-class coach must have been killed by the falling of the Pullman sleeper on the top of the car after the earth had been washed out from under it, that is, at the second crash. Those who were not taken out alive must have been killed instantly. Mr. Cassell, and Mr. DuBarry, superintendent Eastern division, who was a passenger on the train, together with Baggage-Master J. H. ham, who was also a passenger, and Pullman Conductor J. W. Scott, and Mr. Tanner, of Lynchburg, made every effort to save those in the wreck, and to render all assistance possible.

In about one hour and thirty minutes after the crash, the train caught fire from coals from the locomotive, and in a few minutes the conflagration was general. This fire started about three o’clock, A. M., and by thirty-five A. M., there was nothing left of the train excepting the iron work of the engine and cars….

The passengers and employees injured and uninjured were put on relief train, and it was sent to Roanoke with surgeons in charge. Every care and attention was given to the injured by citizens of Roanoke….

….Out of the seventeen dead only three were identified. The bodies of the others were entirely consumed, and out of fourteen, only sufficient was recovered to fill one small box. Undertakers were on hand, and every care was taken of the remains….

This disaster, the most appalling that ever befell the company, or happened in the state, can only be regarded as an act of God. I have examined most carefully into all the details bearing upon it, and I cannot find that anything could have been done by the company to have prevented it. The scene of the washout was an embankment thirty feet high, thirty feet wide on top, seventy feet wide at the bottom, and two hundred feet long. The culvert was provided to carry off the water from a spring branch, and was in excellent condition. The embankment WAS made in 1852—thirty-seven years ago. In the memory of the oldest inhabitant, the spring branch has not been out of its banks, and the culvert had, at all times excepting one, carried off the water without being filled. The exception was one instance where the culvert had been blocked by fencing being washed down against it.

This portion of the road was considered the safest and was in the best condition. The water was never known to be over the tops of the culverts at any points in this vicinity, but it had been known to come out of the shallow ravines and run over the track. It was looking out for this that made the men careful in rainy weather.

The track was carefully watched. The section foreman examined every point himself, and detailed watchmen to be on duty in case of rain.

There was no rain of consequence on Monday, and at ten o’clock Monday night it was partially clear, and no rain falling. The watchman was on duty when a large rush of water came down just east of Thaxton, flooding his house on the east bank of the stream, washing out the embankment one hundred feet long, fifty feet wide at top, and one hundred feet at bottom, and thirty feet high; and entirely cutting him off from the west. He was obliged to make efforts to save his family, his house being submerged. Moreover he was obliged to protect this washout from the east, as train No. 1 was overdue, and he should have gone east instead of west. The embankment at both places was entirely safe for the passage of trains at 12:30 A. M., as a heavy freight train, east-bound had passed over at that time. A flagman left by this train for No. 2 was between the two washouts, and knew nothing of either until he heard the crash of No. 2.

The passenger train was going slow, primarily looking for water over the track at certain points, and then because it was to stop at Thaxton to let the superintendent off. There is ample evidence of the slow speed of the train.

The position of the engine on the washout showed plainly that the engine was running quite slow, and that the bank gave way under it, causing engine to settle with front end within three feet of the rail, and the fire-box in the channel. The position of the cars also shows that the bank went with them. There can be no doubt but that the largest quantity of earth was washed out after the train was wrecked. This is shown by the two distinct shocks, and also by the fact that Superintendent Cassell and Conductor Johnson were carried down the stream about four hundred feet before they could touch bottom, and were able to get out.

I can state, as my positive belief, that had there been a watchman at the point, no matter how intelligent he may have been, he would, under the conditions as to time and circumstances, given the train a white signal—clear track.

From the testimony of many of the most reliable residents of Bedford county it is shown that the county was visited by a fearful rain storm that was heaviest, and did the most damage in the vicinity of the Peaks of Otter near our railroad line ; that the storm assumed the shape of cloud bursts ; and that the downpour was tremendous. That this is true is shown by affidavits of citizens, and photographs of locations affected, made a part of this report. The storm began at about 10 P. M., and increased in fury until it reached its height about 12:30 A. M.; it then let up a while and began again about 1:30, and continued until 4 o’clock A. M. The tremendous volume of water falling in such a contracted space in such a short time, could not have been foreseen by human agency, and no precaution could have been taken to guard against its effects.

I make the reports of James C. Cassell, superintendent Lynchburg division, Edmund L. DuBarry, superintendent Eastern division, and Walter L. Keen, civil engineer, with their enclosures, part of this report. These papers give the details of the disaster, and the statement of witnesses.

The grand jury of the county of Bedford made it their duty to examine carefully into the cause of this disaster, and have made a report exonerating the company and its officers from all blame or responsibility. This report of the grand jury I take pleasure in making part of this report.

yours truly,

[Signed]

Joseph H. Sands,

General Manager”

(Sands, General Mgr., Norfolk & Western Railroad Co., Roanoke VA, in Virginia Railroad Commissioner. Fourteenth Annual Report…Commissioner…, 1890, pp. viii-xxxi.)

Historical Marker Database. “1889 Thaxton Train Wreck.” 11-2-2024 revision Inscription:

“On 2 July 1889, a heavy storm turned nearby Wolf Creek into a raging river. The railroad embankment known as Newman’s Fill, just north of here, became saturated. About 1:25 AM, it collapsed under the weight of Norfolk & Western Passenger Train Number Two, heading east from Roanoke. The train plunged into the washout. Survivors remained stranded for hours, while passengers trapped inside died in a fire that ripped through the wreckage. At least 18 people perished in one of Virginia’s worst railroad accidents. In Cleveland, Tennessee, a monument was erected to honor three young residents killed in the wreck.

Newspapers

July 2, Columbus Enquirer-Sun, GA: “LYNCHBURG, Va., July 2. – A special from Liberty to the Advance, says: A fearful wreck occurred on the Norfolk and Western railroad near Thaxtons, about thirty miles above this city. It is reported forty persons were killed.

“PHILADELPHIA, July 2 – President F. J. Kimball, of the Norfolk and Western railroad, who has headquarters in this city, when seen this evening in relation to the accident on his road this morning, said that while the wreck is a serious one and has resulted in the loss of life, the report telegraphed from Lynchburg that forty persons were killed is exaggerated. Mr. Kimball is in direct telegraphic communication with the general manager of the road. The information furnished him up to 1 o’clock this afternoon is that five persons were killed, nearly all of whom were train hands, and quite a number of persons injured.

“The train wrecked was known as No. 2, which left Roanoke a few minutes after midnight. A heavy rain storm had prevailed throughout Virginia for about forty-eight hours, and the train was moving slowly and behind schedule time, when it ran into a washout about 1:30 this morning near Thaxtons. The locomotive and several cars were thrown into a ditch, but the sleeper remained on the track. The cars caught fire after falling into the ditch, and quite a number os passengers were severely burned in addition to those injured by the wreck. Telegrams were at once sent to Roanoke for assistance, and in a short time a special train arrived from that city bearing a fire company and a number of physicians….

“The…postal clerk, J. J. Rose, of Abingdon, was killed…

“Pat Donovan, engineer, was burned up, as was also a fireman named [J.C.] Bruce. The train dispatcher [Lipsey] was also burned….

“W. C. Head, of Cleveland, Tenn., is among the dead….

“The adopted daughter of Mrs. Judge Thompson, of Augusta county, was killed…

“Among the others who lost their lives were…John Kirkpatrick, of Lynchburg; W. C. Stead, and the husband of two children of a lady passenger on the train whose name cannot be learned….”

(Columbus Enquirer-Sun, GA. “Forty People Killed. Fearful Catastrophe on the Norfolk and Western Road.” 7-3-1889, p. 1.)

July 3, Boston Daily Globe: “Lynchburg, Va., July 3. – The scene of the terrible disaster near Thaxton’s, on the Norfolk & Western railroad is beyond description. There is hardly enough left of the train of eight cars that took the leap to the bottom of the awful pit to make one car.

“As soon as the boiler of the engine exploded the whole mass of debris took fire, and those who sent down who were not killed outright were burned to death. Portions of eight bodies have been taken out, and it is believed that fully 15 others were entirely consumed by the fire….

“The following is the list of killed and wounded thus far obtainable: [We list only the deaths and separate the 16 names out of paragraph listing.]

Pat Donovan, engineer;

E. Bruce, fireman;

Alvin M. James, road foreman of engines;

S. Bruce, mail agent;
W. Lipsey, train dispatcher, Roanoke, Va.;

Will Hopkins, express messenger.

Passengers –

Mellon of Roanoke, Va.;
D. Stevenson of Cleveland, Tenn.;
A. Moore of Chattanooga, Tenn.;
W. Steeds,

Will F. Marshall and

John M. Hardwick of Cleveland, Tenn.

Nathan Cohen of Roanoke, bound for Germany;

James J. Rose of Abingdon, Va.;

Pattie Carrington of Texas, age 9 years;

John Kirkpatrick of Lynchburg, Va. ….

(Boston Daily Globe, MA. “Burned to Nothing. Fifteen Bodies That Cannot be Found.” 7-4-1889, p. 8.)

Sources

Boston Daily Globe, MA. “Burned to Nothing. Fifteen Bodies That Cannot be Found.” 7-4-1889, p. 8. Accessed 12-5-2024 at: https://newspaperarchive.com/boston-daily-globe-jul-04-1889-p-8/

Columbus Enquirer-Sun, GA. “Forty People Killed. Fearful Catastrophe on the Norfolk and Western Road.” 7-3-1889, p. 1. Accessed 12-5-2024 at:

https://newspaperarchive.com/columbus-enquirer-sun-jul-03-1889-p-1/

Historical Marker Database. “1889 Thaxton Train Wreck.” 11-2-2024 revision. Accessed 12-5-2024 at: https://www.hmdb.org/m.asp?m=84781

Railroad Stories. “July in Railroad History,” July 1935, pp. 27-31.

Virginia Railroad Commissioner. Fourteenth Annual Report of the Railroad Commissioner of the State of Virginia. Richmond: J.H. O’Bannon, Superintendent of Public Printing, 1890. Digitized by Google at: http://books.google.com/books?id=eEg3AAAAIAAJ&printsec=frontcover&source=gbs_v2_summary_r&cad=0#v=onepage&q=&f=false

[1] Not accurate. Reflects early reports which were quickly refuted by railroad officials. See newspaper article section for later reporting.

1889 — July 2, Flash Flood, Washout/Train Derailment, Fire, near Thaxton, VA — 17