Iowa Old Press
The Fort Dodge Messenger
Fort Dodge, Webster co. Iowa
March 19, 1906
CENTRAL FREIGHT TRAIN IN BAD SMASH-UP
Broke in Two and One Section Returning Along Line Struck the
Other
E.J. Hedman Seriously Hurt
Imprisoned For an Hour Beneath Wreckage Finally Rescued.
Freight Cars Demolished
Accident Occurred Eleven O'clock Saturday Night About Three Miles
West of City - Investigation is Being held.
As a result of the parting of a train on the steep Tara Hill,
Elmer J. Hedman of this city lies dangerously injured at his home
on the West Side while the Illinois Central is the loser by
several cars, besides delay to traffic. The accident occurred
shortly after ten o'clock Saturday night, tow and three quarters
miles west of Fort Dodge, on the reverse curve and at the foot of
its steepest portion.
A train composed of sixteen loaded cars and two empties was sent
west from Fort Dodge about 10:30 p.m. in charge of night
Yardmaster Oscar Rhodes. Engine No. 107 a local yard engine was
pulling the train and was in charge of Engineer Bowen and Fireman
Hartnett. Engine 170 another yard engine in charge of Engineer
Mater was pushing the train.
Yardmaster Rhodes had as his assistants, three members of two
yard crews, Foreman Maxwell, and Helpers Hedman and Ashman. Elmer
J. Hedman was ordered to go ahead, and ride on the forward
engine, while the remainder of the men stayed in the caboose.
The train was made up of cars that were destined for western
points, and on account of the congested condition of the local
yard, were to be taken out and stored in the Tara yards.
Train Parts at Bridge.
A littel (sic) west of the Des Monies (sic) river bridge, the
train broke in two parts. the men on the forward section noticed
that the engine handled the train unusually easy. Hedman
immediately went out on top of the cars, and discovered the
break.
He signaled for the train to stop and after waiting a short time
the train proceeded back under caution. Hedman rode on the
forward car which was filled with rosin. At a point two and three
quarters miles west of Fort Dodge, Hedman noticed the other
section coming up the hill, but apparently those men had not
discovered the break, for the train was running along a good
speed, and without any man on the head car.
Gives Danger Signal.
Herman (sic) quickly hurled his lantern in the air, which is the
emergency stop signal, and then dropped flat on the car. Fireman
Hartnett saw the signal and the engines were quickly stopped, but
not before the crash came.
Hedman says that he knew nothing after he dropped on the car, but
he was evidently hurled into the air, and fell on his head in the
cinders along the track. The car of rosin being the lightest
loaded was the first to break and Hedman was covered with the
wreckage, while the rosin covered his body completely.
The crews of the two engines hurried to Hedman's rescue, but for
a half hour not a sign of him could be found. Then the first
engine was sent ahead to Tara to give the alarm to prevent the
night passenger from crashing into the wreck.
Hedman Missed.
After telegraphing the alarm, the engine again came back to the
wreck, but the men had meanwhile found the injured man, or rather
he had found them, for he crawled out unaided from the wreck. The
men say that the rosin dust blinded and stifled them, while the
darkness made their work slower.
Just as the other engine was coming back from Tara the men heard
Hedman's voice, as he was apparently talking to himself. Even
then they could not find him, but he managed to drag himself
although badly injured from the wrecked cars. The cars were piled
high above the track, and four of them were locked into a space
not much longer than an ordinary car length.
Injuries Serious.
Hedman was tenderly carried into the caboose, and one engine
started back for Fort Dodge. The injured man was taken to his
home in the ambulance, and the company physician with assistants
was called. It was found that his left hip was dislocated, and
the several deep cuts and bruises were on his head.
One cut over an inch in diameter was found in the skull over the
left eye. This cut was into the bone, and another one much longer
and deeper was in his cheek under the eye. This cut was also down
to the bone. Another gash was found in his mouth, while still
another was found behind his ear. Every wound was filed (sic)
with cinders and rosin.
The danger from these foreign substances in the wounds in (sic)
great. The cuts will leave deep scars and disfigure him. both
eyes are injured, the left being closed completely, while the
right can just be opened. It is not thought that the sigh of
either eye will be impaired.
Internal Injuries Feared.
It was at first feared that internal injures might develop, but
as his pulse and temperature are yet good, it is hoped that he
had not suffered any. his injures are serious, yet not necessary
(sic) fatal.
Hedman until a few months ago was chief clerk in the freight
office, but resigned this position to take the work of switchman
in order to have an out door life. During this time, the man has
been injured twice.
Hedman is a young man and one of the best known railroad men on
this line. He is well liked by everyone, and the news of his
injury has caused much sorrow. He was captain of the railroad
baseball team, and was an indoor player of ability, and so is
known to many outside of the railroads.
"The Wreck Conditions."
As soon as Hedman had been taken to his home, the switch engine
with a wrecking crew was sent back to the accident. The crew
worked all night, and at last shoved the cars from the rails. At
5:20 the line was clear again, and the midnight trains on the M.
&St. L., and the Central were let by also the morning trains.
Soon after the wrecker was again sent out and the work lasted all
Sunday. The wrecking outfit is still working at a late hour this
afternoon, cleaning up the debris. Four cars were totally
destroyed, while others were more or less damaged.
The wreckers state that even with daylight no one could tell
whether there were one or two cars ruined, as all were so
tightlly wedged together. The men counted the car wheels, and
thus were able to tell.
The car on which Hedman was standing was filled with rosin, the
car back of it was filled with pig iron, while the two other
destroyed were filled with coal and lumber. The car of rosin
being the lightest was destroyed in a twinkling, and the others
lasted a little longer. The ease with which these cars broke in
parts acted as a buffer, thus saving the others to a certain
extent.
Superintendent Jones' Statement.
F.M. Jones superintendent of this division of the Central when
seen by a Messenger representative gave out a few statements
concerning the accident as follows: "The accident occurred
two and three quarters miles west of the city, and the train was
in charge of Night Yardmaster Rhodes."
He said the financial loss would probably be $1,200 or $1,500,
that complete investigation had not been held and that until it
was he would not be in a position to make any assertions
concerning the cause of the wreck, or who was to blame.
When asked concerning the rules governing a case when a train
breaks in two, he answered by showing the rule book. The rule
says that the rear section shall be stopped and then remain
stationary, but that the forward section shall run back, to the
rear section, but shall be preceded by a flagman.
This rule, however, does not seem to govern the case, in that the
men on the rear section did not know of the parting. when asked
concerning this Mr. Jones replied that the rule should be
followed. A very thor0ugh investigation will be held, and the
responsibility places.
Further than this Mr. Jones said he could not say. He said that
when the investigation was completed, the road might be willing
to announce further particulars, but not as yet.
[transcribed by C.F., March 2011]
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The Fort Dodge Messenger
Fort Dodge, Webster co. Iowa
March 23, 1906
No One Held For The Accident
Coroner's Jury does Not Blame any One for Death of Walter
Cutting.
Verdict Gives Causes Only
Interesting Testimony Comes Out When Coroner's Jury Has Session -
Most Valuable Testimony That of Brown and Todd.
Jury's Verdict.
An inquisition holden (sic) at Fort Dodge In Webster County, Iowa
on the 22nd day of March A.D. 1906, before A.H. McCreight,
coroner of said county upon the body of W.E. Cutting, there lying
dead, by the jurors whose names are hereto subscribed; the said
jurors upon their oaths, do say that W.E. Cutting came to his
death at 4:00 a.m. March 22, 1906, in Duncombe, Webster County,
Iowa, death being caused by dislocation of his neck at a result
of failing or jumping from engine No. 1005 on the I.C.R.R. In
testimony whereof the said jurors have hereunto set their hands
the day and year aforesaid.
James D. Lowry
L.A.Thorson
W.W. Haire
Coroners Jury.
Attest:
A.H. McCreight
Coroner.
The coroner's jury which was impaneled Thursday morning, spent
Thursday afternoon at the scene of the wreck, and held its
meeting for the examination of witnesses in the evening. At the
evening session most interesting, and most valuable testimony was
taken. As will be noticed in the above verdict no blame it laid
against the company or any man. The crews of both trains were all
examined, and their testimony was all in harmony, to one who
heard the entire testimony it would be hard to place the blame on
any one in particular. Every man seems to have done his best to
prevent the wreck, and the latter was caused by a combination of
circumstances, which were not to be foreseen. The testimony of
Engineer Brown, the first engineer on the lead train naturally
was the most valuable with the exception of that of Brakeman
Todd, the flagman for the freight train. Their testimony is given
in full below, and is well worth reading, as it brings out many
points, that are a mystery to the average person.
Train Can't Stop Quickly.
It will be noticed that brown gives out that he thinks the
flagman was 400 feet above the passenger depot, or about 1,500 or
1,600 feet from the switch. In Todd's testimony the latter says
he was as far above the depot as the switch was below it, which
would make him over 2,000 feet from the scene of the wreck.
Either distance to the non railroad man, would seem ample space
in which to stop a train, however C.A. Bryant, who is well versed
in such matters says that the record for stopping a train going
at that speed is over 1,400 feet. This train which was a test
train by the Westinghouse Air Brake Company only consisted of
five cars and one engine, thus being half the tonnage of No. 1.
The Central train then could hardly be expected to stop within
less than 2,000 feet when running at a speed of from sixty-five
to seventy miles an hour.
Second Crews Statements
The testimony of Engineer Stark the second engineer on this train
was like that of engineer Brown, with the exception that he did
not see the danger signal, but merely shut off his engine after
Brown whistled him. He then cut in on the air to see if Brown's
air was working right and finding that it was, let the first
engineer continue to apply the air. Then after sanding the track,
and reversing the engine he jumped. The testimony of his fireman
Mr. Wood was also of like nature.
Dispatchers Testimony
The testimony of conductor McCarthy with his baggageman and
brakeman was as to the speed the train was running, and of the
proceedings after the accident. The testimony of Dispatcher J.E.
Elkins was also taken, and he testified as to the correctness of
the orders he had given the trains, namely that No. 1 was to run
49 minutes late. He did not make the meeting order for the two
trains, as the freight crews are supposed to make their own
meeting place with first class trains, after the dispatcher has
given them the time on the train.
The testimony of conductor McNamara of the freight train was
that, he received orders like those mentioned by Mr. Elkins and
that he thought his train would have plenty of time to make
Duncombe. The testimony of Engineer Smith of this train was that
he agreed with conductor McNamara and worked under the latter. He
said that in the darkness he ran by the switch about two car
lengths and that to stop the train he forced the air on hard. The
air stuck then, and he had to waste two minutes pumping it up
again. the freight was also a heavy one consisting of twenty-four
loads and ten empties and he had to take up the slack three times
in entering the siding. This all took time and is what caused his
train not to get in the clear.
Headlight Seen.
The testimony of Fireman Eccelston of the freight was like that
of Engineer Stark. He agreed with him concerning the time, and
also about the air working hard, and the train pulling up the
grade onto the switch hard. He told of giving Todd the fuses and
torpedoes, and how he saw No. 1's headlight, as Brakeman Todd
left the switch.
Brakeman Brennen, the rear brake man on the freight testified
that he thought as did every member of the crew that they had
plenty of time to reach Duncombe in safety, had not things been
against them. When asked where he was when the train struck he
made the first remark which caused, even a smile, for he answered
"In a cornfield." He said that he went forward to the
switch, but that when he saw the passenger was going to strike
them, he ran as far and as fast as he could. When asked how far
he said until he struck a fence and got caught in it.
Officials Careful.
Every employe (sic) testified that the road was most careful in
handling its trains. Their orders were first to look out for the
safety of employes and the passengers. Next they should endeavor
to get over the road as quickly as possible, but safety first.
When asked if the officials ever countenanced the man taking
chances, every man answered positively in the negative. The drift
of the men's statements was that in railroading every man takes
certain chances, and that if things go well all is well, but that
if things go wrong all is wrong. they all seemed to agree that
fate was against them on the fatal night.
Cutting's Death a Sad One.
The body of the deceased man was taken to his home in Waterloo on
No. 2 that evening leaving fort Dodge at 9:40 P.M. It is not
known here as to whether or not the funeral will occur at
Waterloo or at Iowa Falls, the home of his parents. Cutting
leaves a father and mother, several brothers an sister, besides
his wife and three weeks old baby. His family is a railroad
family in every sense of the word, for all of his brothers and
his father are employed on the Rock Island.
The day preceding this death had been a happy one to the deceased
man and as he jumped to his fate, his thoughts were of others. He
told Engineer Brown repeatedly on the trip off how happy he was,
for it was the first day his wife had been able to sit up in
weeks. She had been up with him all evening, until the time he
was called to bring out his last run. Even as he stood on the
step, ready to jump, he called to Brown, "What will become
of the fellows behind., they can't see the freight." then he
leaped outward and was followed by Brown.
Cutting was popular with all his fellow employes. He was a man of
excellent physical proportions, and was light hearted and
friendly with all. "Walt" he was to all of them and as
they repeat the name, they check back a sob. Engineer Brown who
was with him on the fated engine seems to be nearly frantic. He
paces up and down constantly, talks about the accident, but but
does not seem to control his nerves. He says that while he was
partially conscious soon after the accident, he did not realize
the awfulness of it for an hour, and then it came back to him. He
said jumping was the only thing that saved any of them. He said
that his body could have been sent home by mail had he stuck to
the engine. He had not jumped when the engine struck, but was
ready to do so, and was throw (sic) far out from the rails.
Engineer Brown who was in the head engine on the passenger train
was perhaps the more important witness at the inquest. His
testimony was as given below:
O.M. Brown, being first duly sworn by the Coroner, testifies,
as follows:
Direct Examination.
The Coroner:
Q. What is your name?
A. O.M. Brown
Q. Residence?
A. Waterloo.
Q. Occupation?
A. Locomotive engineer.
Q. How long employed?
A. Nineteen years.
Q. Where were you on March 21st and 2nd?
A. On train No. 1 coming west from Waterloo.
Q. What time did you leave Waterloo?
A. 1:50.
Q. How much later is that than usual time of the train?
A. Forty-five minutes.
Q. Did you receive any orders after you left Waterloo?
A. No sir.
Q. What were the orders received at Waterloo?
A. Run forty minutes late.
Q. How near did you come to obeying that order?
A. I was just forty minutes when I stopped at Webster City, when
we got out of there were just three minutes later, makes it
forty-three minutes.
Q. What time did you get into Duncombe, if you know?
A. Four o'clock.
Q. What if anything did you do when you approached near Duncombe.
Which engine were you one?
A. The lead engine.
Q. Who was firing for you?
A. Mr. Cutting.
Q. And as you approached Duncombe, you whistled at the whistling
post?
A. Yes sir.
Q. How far east of the station is the whistling post?
A. About a mile, I should judge.
Q. What next attracted your attention?
A. A red light.
Q. Where was this red light?
A. East of the depot.
Q. How far east of the depot, as near as you can tell?
A. Four or five hundred feet, I couldn't tell exactly.
Q. Four or five hundred feet east of the station house you saw a
red light?
A. Yes sir.
Q. Being swung across the track?
A. Yes sir.
Q. You immediately recognized that, as what?
A. Danger signal.
Q. What did you do?
A. Reached up to answer the signal, the signal is two short
blasts of whistle, and my hand slipped off the whistle lever as I
whistler (sic), as soon as I reached. I threw the air into
emergency.
Q. What is the number of your engine?
A. One thousand and five.
Q. What about its weight, as compared with other engines?
A. Heavier than the average engine.
Q. What is true with reference to reversing those engines?
A. What is what?
Q. What is true with reference to reversing those engines, making
them back up?
A. I can make them back up, yes sir.
Q. Can you do it suddenly when you are going at a high rate of
speed?
A. Yes sir.
Q. Was it done in this case?
A. No sir.
Q. Would it have been safe to do it?
A. It might have stripped the engine.
Q. Would it have helped any to stop the train?
A. Oh it might and it might not. If the engine slipped, it
wouldn't have done as much good.
Q. That is what I want to know, if you did everything that was
safe to do or wise to do?
A. I done everything to stop the train.
Q. Safe to do or wise to do?
A. Yes sir.
Q. How far west of the station house was it before you came to
the freight train?
A. I should judge one thousand feet or a little over, I know know
the exact distance.
Q. At what rate of speed were you gong when you saw the danger
signal, as near as you can tell?
A. About fifty-five or sixty miles an hour.
Q. What rate of speed did you immediately assume?
A. Twelve miles an hour.
Q. Did you strike the freight train?
A. Yes sir.
Q. With your engine?
A. Yes, sir.
Q. On which side of your engine was this freight?
A. On the north side right on the near side, on my side.
Q. How near were you to this freight train before you saw the
obstruction on the track?
A. I don't know exactly how far it was.
Q. What were you instructions to the fireman when you saw there
was an obstruction?
A. I cautioned him to look out.
Q. What did you both do?
A. Both jumped off.
Q. From the same side?
A. Yes sir.
Q. Same side of the engine?
A. Yes sir.
Q. On which side of the engine did you jump?
A. On the south side.
Q. You crossed over then to the fireman's side?
A. Fireman.
Q. And after he jumped what did you do?
A. I stayed on until the last second and then I jumped.
Q. How far did the engine move after you left it.
A. I can't tell you.
Q. The length of the engine?
A. I couldn't tell you, just as I jumped I struck the train.
Q. Were you hurt?
A. Oh, scratched up and little bruised.
Q. Were you able to gain your feet immediately?
A. No, sir.
Q. Have you any idea of the lapse of time before you did get up
and walk?
A. No, sir.
Q. What did you do when you got up?
A. I don't remember what I did do.
Q. Did you begin looking to see how much damage was done, or
looking for the other boys?
A. No, sir, not immediately, the first I remember, I was in the
coach sitting on a mail sack. I don't know how I got there or who
put me there.
Coroner: The jury any questions?
Mr. Thorson:
Q. In how short a distance would it have been possible to stop
that train, could it have been possible to stop it between three
hundred or four hundred feet east of the station and the time it
struck the other?
A. No sir, not at the rate of speed it was going.
Coroner:
Q. You state the rate of speed - with the heavy train that you
had with two engines, what would be the shortest distance to
stop?
A. I don't know. I never was brought down to a test of that kind.
Q. How far would you say to estimate?
A. If I was getting into a town and was going to make a stop at
the town I would commence braking a half a mile from the station,
slow the train down gradually, may be a little sooner, if it was
down hill, commence making brakes sooner.
Mr. Thorson:
Q. Did you state the distance from where the collision took place
how far that was west of the depot?
A. About one thousand feet.
Coroner: Any other question?
Haire:
Q. How fast do you think the train was going when you struck?
A. About twelve miles an hour.
(Signed) O.M. Brown
Witness excused.
Flagman W.C. Todd of the freight crew, a witness produced at the
inquest being first duly sworn by the Coroner, testified, as
follows:
Direct Examination.
Coroner:
Q. State your name, age and resident?
A. W.C. Todd, thirty-three, Fort Dodge
Q. Occupation.
A. Brakeman.
Q. Were you engaged in the occupation of brakeman on the morning
of March 22nd?
A. yes, sir.
(no question printed here)
A. Conductor McNamara
Q. What capacity?
A. As head brakeman.
Q. What time did you leave Fort Dodge?
A. 3:05, I believe.
Q. How many loaded on your train?
A. Twenty-four.
Q. And empties?
A. Ten
Q. What were your orders, with reference to No. 1?
A. We had order, "No. 1 engine unknown, would run forty
minutes late Waterloo to Fort Dodge."
Q. What were your duties, as crew, with reference to meeting
passenger train? How much time are you to give passenger trains?
A. We are to clear passenger trains ten minutes.
Q. This is the only order that you had with reference to No. 1?
A. yes, sir.
Q. Were you supposed at any and every point that you reached to
determine whether or not you could give that train ten minutes at
the next siding before leaving that point?
A. Yes, sir.
Q. Where were you riding?
A. On the engine.
Q. Did you make any stops between Fort Dodge and Duncombe?
A. No, sir.
Q. There were no stops?
A. No, sir.
Q. Were there any signals from the conductor or rear brakeman,
from the time you left Fort Dodge?
A. Not on my side of the train, I don't know of any.
Q. You don't know of any?
A. No, sir.
Q. When you reached Duncombe did you note the time?
A. Yes, sir.
Q. What time was it?
A. 3:45.
Q. Well if No. 1 was forty minutes late, what time would No. 1
reach Duncombe?
A. That would put them out of Duncombe at 3:53.
Q. They are not supposed to stop there?
A. No, sir.
Q. And they are practically arriving and leaving at the same
time?
A. Yes, sir.
Q. Did you leave the engine to open the switch?
A. Yes, sir.
Q. How long did it take to get the engine reversed and backed up?
A. May be about two minutes.
Q. How far beyond the switch did the engine go before it stopped?
A. Nearly two car lengths.
Q. It took two minutes to release the air and back up?
A. Yes, sir.
Q. Then you opened the switch?
A. Yes, sir.
Q. Then the engineer attempted to start the train?
A. yes, sir.
Q. In order to carry you in on the siding?
A. Yes, sir.
Q. Did he have any difficulty in starting the train?
A. Yes, the train started very hard.
Q. Did he have to clack?
A. Yes, sir.
Q. In order to get it started?
A. Yes, sir.
Q. How long did you stand at the switch watching him attempt to
start it?
A. Just as quick as I threw that switch I started up to flag.
Q. As soon as the switch was thrown you started to flag?
A. Yes, sir.
Q. Did you walk?
A. No, sir, I ran.
Q. Did you get as far as the station house?
A. Yes, further than the station house.
Q. How much further?
A. Went east of the passing track.
Q. How far east of the station house was that?
A. I don't know exactly, it must be about thirty car lengths.
Q. What length is a car?
A. About forty feet.
Q. Then, you would estimate it was twelve hundred feet.
A. About that.
Q. That is what it would figure out?
A. Yes, sir.
Q. You think you were twelve hundred feet east of the station
house?
A. Well, I don't know it was that many feet because I don't know
the length of them but I was by the passing track switch.
Q. How far from the station house?
A. About the same distance.
Q. You were about as far from the station as the switch you train
was trying to make was west of the station?
A. Yes, I was about as far east of the station as our train was
west of the station.
Q. What did you have with you?
A. I had a fuze and torpedo.
Q. I wish you would explain what a fuze is?
A. That is a kind of an explosive we light, that will burn a
certain number of minutes, about ten.
Q. Making a red light?
Q. yes, sir.
Q. What is a torpedo?
A. Sort of a dynamite cap.
Q. Explosive?
A. Yes, sir, makes a loud noise.
Q. The torpedo is fastened to the track.
A. We fasten it to the track.
Q. And what else?
A. White light.
Q. A flag?
A. No, sir.
Q. What did you do with your torpedo?
A. Placed it on the rail, as the passing track switch.
Q. What did you do with the fuse?
A. I lit the fuse.
Q. With a match or lantern?
A. It has sulphur (sic) on the end I struck it and had quite a
little time getting it to light. I saw it wasn't going to work
very good and it went out.
Q. It didn't work well?
A. No, sir.
A. I grabbed the switch light, which I intended to do all the way
up there, because I didn't have a red light with me. I intended
to use that switch light. I thought I could make that switch in
plenty of time.
Q. You grabbed the switch light -
A. Off the switch stand.
Q. And swung it across the track?
A. Yes, sir.
Q. How far east of you was train No. 1, at that time?
A. I couldn't tell in the dark, I don't know whether they
whistled for town east of the whistle post or west of it. I was
giving them stop signs before they whistled for town, and after
they whistled for town, he answered my signal.
Q. He answered your signal after he whistled for town?
A. Yes, sir.
Q. After getting the answer to your signal and knowing that the
engineer had received your signal, what did you do?
A. Just for an instance I stopped my signals to him to let him
understand it was recognized, then I started with my signals
again, as hard as I could swing them.
Q. Waved the lantern frantically?
A. Yes, sir, both lanterns, white and red.
Q. How long was it after that before the engine passed you?
A. I kept waving the lights until they passed me.
Q. How long between the time the engineer answered your signal
until the engine reached you?
A. I couldn't say.
Q. How long did it seem a minute or two minutes?
A. I couldn't estimate how long it was.
Q. Do you have an idea how far away the train was wehn you first
attempted to signal?
A. I think they must have been out there by the whistling post. I
thing (sic) that is about a mile.
Q. You had run as far as you felt it was necessary to run, it
would have been useless to go any further.
(no answer printed)
Q. You signaled them as vigorously as you could?
Yes sir.
Q. How long after you began signaling them until you were
answered?
A. From the time I started to signal them, I must have been in
all ten car lengths running.
Q. Did you swing the lantern at that time?
A. yes, sir.
Q. This was the lantern that you had gotten from the switch, east
of the station house?
A. Yes, sir.
Q. You didn't take the lantern from the switch you first came to?
A. No, sir.
Q. You ran signaling for ten car lengths before the engineer
answered?
A. yes, sir, then I stopped for a few seconds.
Mr. B.J. Homey:
Q. You say when you stopped there, you were thirteen minutes to
the good, and then it took two minutes to back up?
A. Yes, sir.
Q. And then you started at once to go to flag the train, did you?
A. Yes, sir, that is just what I stated.
Q. Was that your duty, if you had plenty of time to get in the
good?
A. Why, it is always my duty to flag if it is necessary.
Q. Did you know at that time it was necessary?
A. Yes, sir.
Q. What was the reason that you knew at the time you threw the
switch that it was necessary?
A. I knew we couldn't get on from the position we were in. I knew
we couldn't get in and clear in ten minutes, and that it was
necessary to flag them.
Q. You had thirteen minutes then, - that would be 11 minutes you
had to flag them, and you started at once to flag, as soon as you
threw the switch?
A. Yes, sir.
The Coroner:
I think we will leave that in testimony.
Dr. Lowry:
Q. Did you look at your watch when you started easst to flag?
A. Yes, sir.
Q. Was there more than eleven minutes when you started east to
flag?
A. I think that is what I had.
The Coroner:
Q. You occupied probably nine minutes of that in running?
A. Well I couldn't say as to that. I didn't keep time.
Q. I was trying to make up my mind how far you could run in nine
minutes.
Dr. Lowry:
Q. How fast do you think the train was going when they passed
you, the passenger train?
A. I think they was going about fifty miles an hour, fifty or
sixty miles an hour, something about that.
The Coroner:
Q. Do you think if the fuses had worked all right, it would have
made any difference, wouldn't the engineer have been just as
likely to see the red lantern you had as he would the fuses?
A. Yes, I think he would.
Mr. Thorson:
Q. Could you tell from where you were when they applied the air?
A. No, sir.
The Coroner:
Q. You couldn't tell from the sound of the incoming train?
A. No, sir.
Q. Could you, if they had been near you, is there a noise made by
the train when they apply the air, that you could recognize?
A. No, sir.
Q. They were too far at the time they applied the air for you to
tell that?
A. I couldn't say as to that.
Q. It is your opinion that the air was applied at once as soon as
they answered your signal?
A. That is ruleable.
Q. Could you tell any difference from the speed of the train from
the time they answered your signal until they passed you?
A. No.
Q. Would that be due to the fact that the train was going so
fast, it would not begin to manifest any difference in speed?
A. I couldn't tell how fast they were going back there a half a
mile.
Q. They were going at a good speed?
A. Yes, sir.
Q. They were not running faster than they were ordinarily
supposed to run?
A. They were not ahead of time.
Q. They hadn't made up any time?
A. Not as I know.
Dr. Lowry:
Q. Where were you when you first noticed the headlight of the
coming train?
A. I was between the depot and the north track of the switch, the
passing track.
The Coroner:
Q. So far as east and west is concerned, you were about up to the
depot?
A. I was east of the depot.
Q. You had passed the depot? (this line is repeated)
A. Yes, sir.
Q. Before you saw the headlight?
A. Yes, sir.
Dr. Lowry:
Q. How far can you see a switch light?
A. On a clear night I have seen them for four miles.
Q. Shat signal did you give them, the stopping signal?
A. Yes, sir.
Q. All the time?
A. Yes, sir.
(Signed) M.C. Todd
[*transcriber's notes: This is an extremely long article and
follow-up to the March 22, 1906, train wreck on the Illinois
Central line. It took nearly six full columns in the original
paper and was difficult to type. It is likely that there are
errors in the text which were unintentional. I grouped the
question and answer portion of the coroner's inquest in order to
make it easier to read. - transcribed by C.F., March 2011]
-----
The Fort Dodge Messenger
Fort Dodge, Webster co. Iowa
March 24, 1906
Cutting Funeral Sunday
Illinois Central Wreck Victim Will be Buried at Iowa Falls That
Day.
Waterloo Reporter: Funeral services of the late Walter
E. Cutting will be held Sunday afternoon at 2:00 o'clock from the
Baptist Church in Iowa Falls. Reverend Hargraves will officiate.
Illinois Central Officials have generously offered the use of a
special passenger train that will leave this city at 11:20
o'clock Sunday morning, and a large delegation of Masons and
members of the Brotherhood of Locomotive Firemen will attend the
rites. Walter E. Cutting is survived by a widow and one child and
other relatives as follows: Mr. and Mrs. Ellis Cutting (parents)
father is an engineer on the Rock Island; and brothers Henry, an
engineer in Washington state; George an engineer in Colorado;
William, an engineer on the Great Western with headquarters at
Kansas City, and Arthur, a brakeman on the Rock Island with
headquarters in Cedar Rapids. Two sisters, Bessie and Sadie, live
with the parents at Iowa Falls; another sister is married and
resides in northwestern Iowa, and a fourth sister is Mrs. Varink,
whose husband is a Cedar Rapids engineer.
[transcribers notes: According to my search on www.familysearch.org, he was born in 1879 and married on Nov. 30, 1904 to May Pearl Boddy (born 1880) in Hardin County. Walter's parents were Ellis Cutting and Bessie Glenny Cutting. May's parents were Edward Boddy and Jane Green Boddy. I base my information on the marriage date and Walter's father was mentioned in the funeral notice. In the 1900 census, there are four children in the household: Walter, Sadie, Charles and Bessie. The census says that Ellis was born in England and Jane was born in Ireland. They lived in Iowa Falls, Iowa, at the time of the census. It also says that Walter was born in July 1880, which contradicts the marriage information. - transcribed by C.F., March 2011]
-----
The Fort Dodge Messenger
Fort Dodge, Webster co. Iowa
March 26, 1906
Death of Pioneer Veteran G.A.R. Man
J.M. Fibbs Died at his Home Here Sunday Morning at Four O'Clock
Soldier Through Civil War
Early Iowa Pioneer; Resident of Fort Dodge the Past Seven Years;
And a Successful Business Man - A Loss to City.
J.M. Fibbs, a veteran of the civil war and long time resident of
Iowa, died at the family residence here Sunday morning, March
25th, at 4 o'clock. His death was from a variety of causes,
largely the result of afflictions growing out of the hardships he
endured while a soldier in the Union army during the entire
period of the war of the Rebellion. Some months ago he sought
relief through an operation, but never regained his wonted
health, and has been gradually losing in strength throughout the
winter. His death came as a relief from protracted suffering.
Mr. Fibbs was born in Pennsylvania in 1836, and spent his earlier
years in Maryland and New York. In the last named state he was
married, and later moved to Iowa, settling at Ida Grove where he
become (sic) a miller and flour merchant, which business he
followed successfully till when by reason of failing health, last
fall, he was compelled to give up active business pursuits. With
his family, Mr. Fibbs has been a resident of Fort Dodge the past
seven years, where he has established an extended acquaintance
and enjoyed the confidence and esteem of a large number of
friends in business and church circles.
From the age of 18 years to the time of his death, Mr. Fibbs was
a member of the Methodist Episcopal church; and with his family,
has been most faithful and efficient in his work and relations
with that denomination. His death will be sincerely mourned, and
his presence greatly missed, by his associates in the church and
his friends everywhere.
His services in the war entitle him to a place upon the soldier's
roll of immortal honor, his death being a reminder and evidence
of the fast thinning ranks of the vanishing hosts of the
survivors of the civil war. As private and officer he fought in
the First Regiment of the Maryland Cavalry the whole period of
the Rebellion.
Mr. Fibbs' wife, and four daughters, Mrs. Nettie Fibbs Zorn, of
Cody, Wy.; Mrs. C.F. Basore and Mrs. W.C. Ross, of Ida Grove; and
Miss Grace M. Fibbs, of Fort Dodge, survive him; all but Mrs.
Basore being present at the time of his death. The stricken
family are assured of the sincere sympathy of a large circle of
friends here, in expensions (sic) of which sympathy The
Messenger desires to join. The interment will be at Ida
Grove. A brief funeral service will be held at the family
residence here Tuesday morning at 9 o'clock.
[transcribed by C.F., March 2011]
-----
The Fort Dodge Messenger
Fort Dodge, Webster co. Iowa
March 27, 1906
Funeral of J.M. Fibbs
Brief Service at the Residence - Body is Then Shipped to Ida
Grove.
The funeral of J.M. Fibbs who died Sunday morning at his home on
4th avenue south after a long illness with a complication of
diseases was held this morning at the Fibbs residence. The
service was in charge of Rev. Geo. C. Fort of the First M.E.
church, and was very brief. The body was shipped to Ida Grove,
where interment will be made.
[transcribed by C.F., March 2011]