The Press. — London, England, 1858-09-04 00:00:00

. . . 862 THE PR E S S, SEPTEMBER, 4,1858. When the train left the station witness had done with it. train would strike with a force equal to 3,905 tons, supposing the break was not applied ; and, assuming that the application of the break nullified that force by one-half, it would then strike with a force of not less than 1,082 tons and a half, and the velocity at this point would be 60 feet per second. The force of 40lb. par ton being required to take a train up an incline of 1 in 75, which on 205 tons would be equal to 2,8001 b., or 3 tons 16 cwt., which will be the strain upon the connecting chain. This, of course, would be the lowest pressure, and if the iron be of good quality it is capable of sustaining with perfect safety four times the amount of pressure, showing that had everything been favourable, therefore the chain must either have been of bad quality or, as was the case in going to Worcester, too great a power was put on, which power was what is technically termed "back lash." Mr. William Thomson Adcock examined : I am secretary and superintendent of the Oxford, Wor cester, and Wolverhampton Railway, and reside at Worcester. I was at the Worcester station when the excursion train arrived on Monday, the 23rd of Angust, at half-past twelve. Frederick Cook was the chief guard of that train ; the under guard being John Cording. My assistant, Charles Harris, who had travelled by the train, explained to me that a coupling-chain had broken. The Coroner: Had he any charge over the train? Witness : Ha had, and the guard would act under him. On bearing that a coupling-chain had broken I directed him to send away the train in the evening in two parts, and to send only one engine with each train. In accordance with these instructions the train W9S so divided. I was very much surprised when the train arrived at Worcester to find so many passengers besides the school children. No ticket should have been issued to any but the school children and their friends, and those who did so acted con trary to their duty. I believe that tickets were issu3d at every station. Each station-master had the in structions before him, and iu granting tickets they exceeded their duty. By Mr. King : Williams and Co., of London, are the builders of the Great Northern Railway Com pany's carriages, and they are considered the best in the kingdom. Ours are of the same build, and I believe are made as models for the Great Northern. • 7 made no report as to the .2 • breaking ofe eotiptin, th in the morning. N or no the return jou nley look to see if the coupl ings which had been broken in the morning were properly perfected. By Mr. Burhury : I have no doubt if the wheels were examined by a competent party be could tell whether the break had been properly applied. By Mr. King : It would be almost impossible for a station master to examine the couplings of ever, carriage when a train arrives at a station. The couplings put on at Brettle-lane station in lieu of those broken in the morning were extra strong chaint. It was a goods coupling, and equal to the strength of an ordinary shackle and side chains. It being now six o'clo c k, the inquiry was again ad. journed for a week. By a Juror : There were printed rules for the management of trains. Examined the train itself before it left, and could say positively that there was no Nisiblo defect in the chains or fastenings, nor was any complaint made by any person. The printed rules were here put in, and the "duties of station-masters" read from them. Did not examine the inside of the guards' vans, and there fore could not say that any passengers were in them. It was contrary to rules, and did not think any one would have got in. Any of the agents on the line could have given permission. The regulations to be observed by guards were then referred to, and the following directions read : The train will be under the control of the guard ; the passengers and their property under his charge ; he must take care, pi eviously to starting, that there are a sufficient number of carriages attached to the train ; that they are properly coupled; that an adequate number of covers for luggage are provided; and that the signal and roof lamps are attached. On Thursday last, as the Little Western steam. boat was proceeding to Ramsgate, a sailing•heat, containing two watermen, was observed, when near Thames Haven, to capsize and disappear; in two or three minutes afterwards, however, she reappeared, keel upwards, with the two men clinging to her, when Captain Ryan immediately ordered one of the boats of his vessel to be lowered, and had the satis faction of being intrumental in saving the men's lives. We understand this is not the first occasion he has done so. Witness continued : He had been eleven years station-master, and six years in another capacity attached to a railway. Examined all the coupling chains before the train left Wolverhampton. The inspector of carriages was the officer who started the trains, and who bad to see that the couplings were secure. Mr. Drinkwater was the inspector of carriages, and witness believed he was at the station at the time the train left Wolverhampton. alon g 'Oarhet tittg Intttligcno By Mr. King : Had seen a Great Western ex cursion train of fifty carriages. That was on the broad gauge, and the Oxford, Worcester, and Wol• verhampton Railway was on the narrow gauge. By the Coroner : There were two guards to the train. It was customary for all guards and other officers of the company to be supplied with copies of the rules. FRIDAY EVENING. THE return of the Bank of England for the week ending Wednesday last, the lit inst., shows the following changes compared with that for the week preceding : The rules were again referred to, and the following were quoted as referring to the inquiry : HI. No person shall be permitted to ride in the guard's break without an order in writing from one of the officers of the company. 20. Guards moat immediately report at the first station at which they sto➢ any defect they have observed in the works. I)ecrease in Circulation Increase in Public Deposits Inclease in Other Deposits Increase in Government Securities Increase in Other Securities Increase in Bullion Increase in Rest Increase in Reserve 202,523 Bullion in both Departments Circulation, including Bank Post Bills For the first time for a considerable period the Private Securities show an increase, which, however, is very node• rate compared with the temporarily brisk demand fur money; but. it may be taken that this addition has nut arisen from commercial paper, but from advances of wither character. The Bullion is now within a cowaratively small amount of eighteen millions; and it will probably reach that aggregate by the next return. The Reserve is also strengthened. The other changes do not call fur remark ; it is sufficient to say that the general comparivon is one of a favourable character. The applications for discounts and advances hue sensibly enlarged this week, owing to a combination of circumstances; but, being partially foreseen, they had been provideci against, and consequently we have to report nu particular change in the terms. The rates have not er ceeded from 21 to 2j per cent. upon the best paper, being about higher than the average last week. The Bank, taking nothing under its minimum of three per cent., has transacted little more business in discounts, as the aloe comparison testifies, and the great mass of paper seems likely, for the present, to be taken to Lombard-street. Thy circumstances that have added to the demand during the week have been the falling due of heavy amounts at the beginning of the month, several railway and other calls, and the announcement of a new Turkish loan, the deposits upon which have abstracted a considerable amount of capitol temporarily from use in the market. The supplies, boa. ever, continue remarkably full, and, as may be inferred from the rates, they are readily applied. The commercial inquiry is progressively increasing, and, from the prewar tions making fur an extensive trade with India and Chios,. it is certain to go on increasing during th e remainder o f Witness further stated, in answer to the Coroner, that he had no complaint made to him after the train had left of the insufficiency of the locomotive power provided for it. Mr. Phillips, station-agent at the Round Oak station, who was examined on the first inquiry, added some particulars to the evidence then given. He had picked up a broken shackle on the line, a short dis tance from his station. This had fallen from an excursion train from Wolverhampton about a month since. The train arrived safely at the station, but on leaving the chain broke. Was not aware if the breakage of that shackle was ever reported to any superior authority. The Rev. Mr. Perry, who was previously examined, again appeared to tender in evidence some calcula tions which he had made in reference to the strength of the couplings. Objection was taken to the recep tion of such testimony, in answer to which the rev. gentleman stated that he had been for many years engaged practically as a civil engineer. Thejury having ultimately decided that he should be heard, By the Jury : The second guard in charge of the train is frequeutly raised from among the best con ducted porters,—a man in whom we have confidence. Cook has been a guard for two years. Cording, ho assisted him, was only a porter. Coroner : Have any of the station-masters been rebuked for issuing tickets indiscriminately on the day of the excursion. Witness : No steps have yet been taken in that matter. By Mr. Burbury : It was the duty of Cook to have fog signals and extra coupling-irons in his break•van. It was his duty also to have examined his break, and if out of order to have reported it to Brown or Meyrick, the superintendents at Worcester. Edwin Walter Hart, station-master, at Brettle lane station, sworn : I remember the excursion train coming down on Monday, the 23rd, and spoke to Cook, the chief guard. When the train started from Brettle-lane station one of the coupling irons broke ; one of the side chains was broken and the other torn out. When I saw the train part I held up my hands to the driver, who at once brought his engine to a stand, and the train then ran together with a slight shock. We got another coupling-iron from the guard's van and re-attached the carriages. The side chains were not fastened. The link only of the shackle-chain was broken, and it hung down, and went on with the carriage. I saw the train pass the Brettle-lane station, and the first I heard of the accident was the signal -man's whistle and hearing a loud noise ; and I ran up the line, having ordered the signal-man to put up the signals and block both lines. By the Coroner : After the train passed my sta tion—that is, the second train—l heard the crash, and the first thing t saw was the guard Cook running towards me with a lamp, and be said, "We have had a dreadful smash." I told him to go on to the Round Oak station, and stop all that might be coming on the line. On arriving at the spot I saw a heap of carriages smashed up, and heard the groans of the dying and shrieks of the mutilated passengers. I sent both my men off for medical aid. The guard Cook told me the train had broken loose, and it was, I concluded, from that cause the accident happened. I have been seven months station-master at Brettle lane. Ido not remember any coupling-chains break• ing before. By the Jury : I believe there were passengers in the break-van. It is contrary to regulations, but rather than allow passengers to remain behind they are sometimes allowed to ride in the break-van with the guard. I did not refuse any one who applied for a ticket, as I thought they were friends of the children. The Rev. Mr. Perry then deposed : The train con sisted of 45 carriages, weighing 5 tons each, and two engines and tenders of 30 tons each, which would require a force of 1011), a ton upon the whole weight to drive it along a level and straight road at a rate of 20 miles an hour, a very third-cla.s rate. An additional force of 21b. per ton would be required to drive a train of equal weight round a curve that was not inclined, therefore the force needed under the most favourable circumstances to drive a train towards Worcester would he equal to 2,8501 h. The chains connecting the carriages together would, therefore, at the starting of the train, have a strain upon them of not less than 2,8501 b., or 1 ton 5 cwt. lqr. and 221 b., which is only 1-12th the tension of good iron an inch square. If, therefore, the iron of which the chains were made had been of good quality it would have stood 12 times the strain. It is, however, quite possible to bring to bear on the con necting chains 10 times the tension by putting on an excess of steam. It therefore follows—all things being favourable to the trai n —th at t h e i ron i n question was either of bad quality or that an excess of steam was applied. The train from Worcester consisted of 29 carriages, weighing 5 to ns each, and two engines and tenders 30 tons each, ascending an incline, the gradient of which was 1 in 75, a force of 40Ib. per ton on the whole train, would be required to maintain a speed of 20 miles per hour, overcoming, of course, the usual resistance. The weight of each carriage and its passengers being set at five tons, the detached 13 carriages would weigh 65 tons. This weight having to descend an incline 1,520 yards in length, with a gradient of 1 in 75, the distance due to gravity, or through which it fell, would be 01 feet, and by the time it came into collision with the other the year. For some time past rumours have been in circulation at negotiations for a new loan for Turkey, and late on Sitar' day the proposals were issued by Messrs. Dent, Fakeer, and Co. It is for 5,000,0001; the first issue, however, to be for no more than 3,000,0001., at six per cent. interval, and the subscribing price 85. The regular payment id t he dividends and the ultimate redemption of the principal at par are specially secured by an assignment of the Customs duties and octroi at Constantinople, which last yea r P r o ' 600,0001., or double the amount of the interest now to l" ) provided for. The proceeds of the loan are to be tuth fully applied to restore the currency system of the couatrY by the withdrawal of the inconvertible government parr, according to a definite plan. To the subsc r ibers for the first issue of 3,000.0001. the option is given a ta king the remaining 2,000,0001. at the same price on the Bth er October next ; otherwise this 2,00 0 , 0001 . is not to be isaltea for a year at any price below 90. The instalmeuta a he re payable monthly, terminating January lOth, 18 59 . sinking fund is to be one per cent., and will be augment in proportion as the bonds are cancelled by the ssau app.rto priation of the sums thus saved by the ce In fl: of interest. Such are the pr i nc ipal conditions. first instance the proposals were received with consideniei favour, the loan being quoted at prem. But uft erwir `„ t and especially during the last day or two, there was a da t ii set against it, and it dwindled yesterday to P 4 r . w' 1 ,1 asserted that the opposition proceeded from Po By Mr. Ebsworth : There is no person appointed to examine the carriages at Brettle•lane. I do not consider it to be my duty to examine the carriages. I