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. Nor no the return jounley
look to see if the couplings 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'clock, 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.

along '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 the remainder of

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 train—that the iron in
question was either of bad quality or that an excess
of steam was applied. The train from Worcester
consisted of 29 carriages, weighing 5 tons 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 the
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 year Pro'
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 subscribers for the
first issue of 3,000.0001. the option is given a taking the
remaining 2,000,0001. at the same price on the Bth er
October next ; otherwise this 2,000,0001. is not to be isaltea
for a year at any price below 90. The instalmeuta a
he
re
payable monthly, terminating January lOth, 1859.
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 principal conditions.
first instance the proposals were received with consideniei
favour, the loan being quoted at prem. But ufterwir`„t
and especially during the last day or two, there was a dat ii
set against it, and it dwindled yesterday to P4r.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