|There is controversy over the circumstances prior to Casey Jones’s last, fatal run. In the account given in the book Railroad Avenue by Hubbard which was based on an interview with fireman Sim Webb, he and Casey had been used extra on trains 3 and 2 to cover for engineer Sam Tate who had marked off ill. They arrived back in Memphis at 6.25 on the morning of April 29th giving them adequate time to be rested for number 1 that night which was their regular assigned run. 
In another account from the book Casey Jones, the Fred J. Lee biography, they had arrived in Memphis on No. 4 at 9 o’clock on the evening of April 29th and were asked to turn right around and take number 1 back to Canton to fill in for Sam Tate who had marked off. This would have given them little time to rest as Number 1 was due out at 11.35 pm. In both of these accounts, Casey’s regular run were trains 1 and 4.
In a third account, trains 3 and 2 were Casey and Sim Webb’s regular run and they were called upon to fill in for Sam Tate that night on No. 1. having arrived that morning on No. 2. 
In any event they departed Memphis on the fatal run at around 1 am due to the late arrival of number 1.
Normally the No. 1 would depart Memphis at 11:15 PM and arrive in Canton (188 miles to the south) at 4:05 AM the following morning. However, due to the delays with the change in engineers, the No. 1 (with six cars) did not leave Memphis until 12:50 am, 95 minutes behind schedule.
The first section of the run would take Jones from Memphis 100 miles south to Grenada, Mississippi, with an intermediate water stop at Sardis, Mississippi (50 miles into the run), over a new section of light and shaky rails at speeds up to 80 mph (129 km/h). At Senatobia, Mississippi (40 miles into the run) Jones passed through the scene of a prior fatal accident from the previous November. Jones made his water stop at Sardis, then arrived at Grenada for more water, having made up 55 minutes of the 95 minute delay.
Jones made up another 15 minutes in the 25-mile stretch from Grenada to Winona, Mississippi. The following 30-mile stretch (Winona to Durant, Mississippi) had no speed-restricted curves. By the time he got to Durant (155 miles into the run) Jones was almost on time. He was quite happy, saying at one point “Sim, the old girl’s got her dancing slippers on tonight!” as he leaned on the Johnson bar.
At Durant he received new orders to take to the siding at Goodman, Mississippi (eight miles south of Durant, and 163 miles into the run) and wait for the No. 2 passenger train to pass, and then continue on to Vaughan. His orders also instructed him that he was to meet passenger train No. 26 at Vaughan (15 miles south of Goodman, and 178 miles into the run); however, No. 26 was a local passenger train in two sections and would be in the siding, so he would have priority over it. Jones pulled out of Goodman, only five minutes behind schedule, and with 25 miles of fast track ahead Jones doubtless felt that he had a good chance to make it to Canton by 4:05 AM “on the advertised”.
But unbeknownst to Casey, the stage was being set for the tragic wreck at Vaughan. Three separate trains were in the station at Vaughan: double-header freight train No. 83 (located to the north and headed south, which had been delayed due to having two drawbars pulled while at Vaughan) and long freight train No. 72 (located to the south and headed north) were both in the passing track to the east of the main line, but the combined length of the trains was ten cars longer than the length of the east passing track, and thus some of the cars were stopped on the main line. The two sections of northbound local passenger train No. 26 had arrived from Canton earlier, and required a “saw by” for them to get to the “house track” west of the main line. The “saw by” maneuver required that No. 83 back up (onto the main line) to allow No. 72 to move northward and pull its overlapping cars off the main line and onto the east side track from the south switch, thus allowing the two sections of No. 26 to gain access to the west house track. The “saw by”, however, left the rear cars of No. 83 overlapping above the north switch and on the main line – right in Jones’ path. As workers prepared a second saw by to let Jones pass, an air hose broke on No. 72, locking its brakes and leaving the last four cars of No. 83 on the main line.
Meanwhile, Jones was almost back on schedule, running at about 75 miles per hour toward Vaughan, unaware of the danger ahead, since he was traveling through a 1.5-mile left-hand curve that blocked his view. Webb’s view from the left side of the train was better, and he was first to see the red lights of the caboose on the main line. “Oh my Lord, there’s something on the main line!” he yelled to Jones. Jones quickly yelled back “Jump Sim, jump!” to Webb, who crouched down and jumped about 300 feet before impact and was knocked unconscious. The last thing Webb heard when he jumped was the long, piercing scream of the whistle as Jones tried to warn anyone still in the freight train looming ahead. He was only two minutes behind schedule about this time.
Jones reversed the throttle and slammed the airbrakes into emergency stop, but “Ole 382” quickly plowed through a wooden caboose, a car load of hay, another of corn and half way through a car of timber before leaving the track. He had amazingly reduced his speed from about 75 miles per hour to about 35 miles per hour when he impacted with a deafening crunch of steel against steel and splintering wood. Because Jones stayed on board to slow the train, he no doubt saved the passengers from serious injury and death (Jones himself was the only fatality of the collision). His watch stopped at the time of impact: 3:52 AM on April 30, 1900. Popular legend holds that when his body was pulled from the wreckage of his train near the twisted rail, his hands still clutched the whistle cord and brake. A stretcher was brought from the baggage car on No. 1, and crewmen of the other trains carried his body to the depot, a half-mile away.
A Jackson, Mississippi, newspaper report detailed the accident this way:
“ The south-bound passenger train No. 1 was running under a full head of steam when it crashed into the rear end of a caboose and three freight cars which were standing on the main track, the other portion of the train being on a sidetrack. The caboose and two of the cars were smashed to pieces, the engine left the rails and plowed into an embankment, where it overturned and was completely wrecked, the baggage and mail coaches also being thrown from the track and badly damaged. The engineer was killed outright by the concussion. His body was found lying under the cab, with his skull crushed and right arm torn from its socket. The fireman jumped just in time to save his life. The express messenger was thrown against the side of the car, having two of his ribs broken by the blow, but his condition is not considered dangerous.