The Express.
London, England, 1853-01-07 00:00:00

TILE EXPRESS, FRIDAY EVENING, JANUARY 7, 1853.

THE FATAL COLLISION ON THE LONDON

AND NORTII-WESTERN RAILWAY.

THE INQUEST.
This inquire was resumed yesterday at the Star
Hotel, Oxford. The first witness examined was
Cherie% Gwynn, sergeant of police at the Oxferd station,
who stated that his duty was to attend to the banking-
office and platform. He was regularly present at the de-
parture of the trains. He had the power to regulate the
starting of the trains after he had inquired at the office
whether the line was cleat. lie received orders from l'lr.
Blots, the station master, not from Hayes. He was on det•
on Monday when the 5.30 train should have left. The
cc a'. train due at a few minutes past five not
having arrived, the starting of the train was de-
layse. He knew it hail not arrived by inquiring at
the office of the telegraph clerk, whose name was Man-
ning. Ile had no conversation with the driver, guard, or
fireman of the 330 train. He had not told them not to go
on. He did not hear any other officer give them directions,
but he saw Mr. Blott with the guar I, who was standing by
his haliee on the platform. It was ~hint hale-past five. It
was the duty of the guard to remain en the platform by the
brake van tail the train started, unless he was putting lug-
lags co the van. The porter takes it to the guard woo
loads the van. Ile saw Hayes, the foremen porter, on the
platform at that time. Ile did not sea Hayes leave the
platform. He was not on the platform when the traia
started, but at the booking-of:i.e. The station master was
at that time on the private office, adjoining the booking-
office. Ile knew the time the train started by hearing the
witist:e of the engine ; not the guarii's. After he beard
the whistle, be came on the platform, nod found
the trein was gone. He was steueing at the door
of the office at the time it started ; toe door of which
admitted pasaenoere, and which should bo closed before
the train storied. It was not closed when the train started.
The front door and the ticket door were wither of them
closed. Tne object of chasing the doers before the train
starts is to prevent passengers going in the train after it is
in motion. The doors were not closerl because the coal-
train was not in. The doors were kept open till he received
orders that the line was clear. 'The trait started before he
ived ordi re to does the doors. He was quite surprised
to find it had started. When he got on the platform ke did
not see any officers in authority, unless they were at the
other end. The station-master had told him that the coal-
:rain had passed the Oxford-road Station, and as soon as it
arrived at 0 eford,land all was clear, the 5.30 train could go.
That information was the cause of not closing the dour.
When he went into the office to get this information Hayes
and the porters were on the platform. When he saw the
train gone he said to Mr. Blott, who wee in bit office," Has
the coal train c in, for the train has gone ? " Mr.
Beatt said to him, " Run up and tee if the coal train is in."
Ile went, and could see no porters, or anyone on the plat-
form, they had gone after the train, and he heard tuna
hallooing, and saw the red signal hind-lamps waving.
From the time he went on the platform and returned and
found the train was not more than a minute or so.
Wnen lie saw the guard Kinch come down from the en-
gine towards the brake-van he believed the train was in
motion. lie saw Kinch catch hold of the van. That was
when ho went into the office to inquite about the coal
train. lie did not call out to step the train until
he had gene to inquire if the coal train had
arrived er not ; and then they said it was at
Oxford-road, and the train seemed iu motion. That was
Mere he heard tho whistle, and when he was in the office
be heard the whistle. He was in the office about a minute
or two. He did not then tell the station-master that the
train was in motion. He did not know but that they
might have seen the coal train at the other end, as the por-
ters there might have given the signal. Ile always got the
information as to the line being clear from the °Kee; when
lie hears tact, he gives the signet to the guards, and they
look to him for it. The guards look to him—he looks to
the office. As soon as he waves his hued that is the signal
for them to start. That is his duty. He does not give that
signal till ho ascertains from the office that the line is clear.
On Monday when he saw the guard coming from
the engine he had not given him any signal at
all. If the station master was on the platform
the guard would look to him, sod lie woul.l look to witness
to see if the doors were all closed. The station master would
look to the telegraph clerk to certify that the line was clear.
The station-master was not on the platform when the train
started, but in his office. It was two or three minute.' be-
fore that he saw him talking to the guerd, Kinch. lie taw
the red signal light at the iron bridge at the time ho went
into the office. He believed the net light wee on when the
train started. Ile saw the red light after thesecond whittle
when the train had left, and in an instant it was changed
to the green light. The station-muter was not then on the
platform. It was before be went the second time into the
office that he saw the signals changed, but he did
not tell the stationmaster they had been changed.
Ile believed that the station-master toUowed him
out immediately. He could have heard the guard's
whistle if he had given the signal by his whistling.
The Ted light is always up before the train starts. Accerd-
ing to the 10th rule, that red light should have been kept
up fur five minutes after the train started. It was the prac-
tice for the sigman at the iron bridge to change the
light when he heard the second whistle, provided the line
was clear. The guard, when he gave the signal for start-
ing, was sometimes on the platform and sometimes on the
van. He never saw the guard give any other signal to start
bet the whistle. lie might have seen him wave his head.
The custom of the guard as to starting trains was by the
Whistle. He had known • train started
dinwthout the whistle,
end be the wave of the hoorah Hs coul ot recollect any
particular time that this happened. He had seen a guard,
named Turner, do it. Ho bad seen Kinch do it also. I
He had sometimes seen a train started by the words I
" All right," and waving the hand. When lie does that
the guards are sometimes en the platform, sometimes on the
brake ; most noisily on the platform. At the time the
train was first started the only person who had euthority to
stop it on the platform were the porters. When witness I
saw the train in motion, he was certain that as he had not
given the signal that it was started without proper autho-
rity, even if the guard had known that the coal train was
in. It was the duty of the station master to write a report,
up to the last moment, of the trains starting, and
for which it was necessary for him to be in his office.
That was the invariable custom and practice.
Since the single line only was in use it was
usual to retain this train till the coal train came
in. The report or way-bill was always given by the sta-
tion master to the guard. He could not tell whether on
Monday night the way-bill had been given to the gaud or
whether he bail it. Ho should have goon to Mr. Blatt
after he had ascertained that the coal-train was in before
he started the train.
The Coroner here asked if any officer of the company
could point out the duties of the signal-man at the bridge.
Before the qqestion was answered,
John Norman, of Devises, the father of the deceased
young woman, Julia Norman, was examined, and stated
that he had seen her body and identified it as that of his
daughter. She was 23 last June. She left his house on
Monday morning to proceed to Lady Louisa Harrison's, at
Shearswell-park, in Oxfordshire, and wits to have left the
train at Bicester.
Captain Bruyeres, superintendent of the southern divi-
sion of the traffic and the branch lines on the London and
North Western Railway, then stated—The whole of the
servants of the line are under his direction except those in
the locomotive department. They are all subject to the
printed rules and regulations of the company. Every ser-
vant except the subordinate porters are furnished with a
copy. One was given to the signal man at the iron bridge.
It was required that he should be able to read. The man
employed there on Monday was named Bonham. There are
two at the signal. He had been some time in the company's
service. That signal was put up at that bridge as a protec-
tion of the line, as the bridge is a swing bridge crossing
the river and is moved for boats to pass. NVhen so swung
it is the duty of the signal man not to take the red light off
on any account. The red signal was kept up at all times.
When a train approached, and the bridge was not swung,
and the line was clear, it was the duty of the man to lower
the arm to allow the train to pass, or change the colour of
the signal. This was the station signal, but the bridge
signal, when the train passed the red signal, was to be
removed. It is inoperative as a danger signal to the plat-
form except so far as regards the bridge, to show whe-
ther it was swung or not. The red light would not have
anything to do with the starting of the train. There
was also another precautionary signal lamp Oa
the bridge, which could not be seen ebbs*
from the platform or the line unless the bridge
MU swung when its light would be shown. There
was no station signal with reference to the starting the
train., as the order was to be given from the platform. The
way the trains were stopped was by observing rule 21, that
no drivar was to start but with care, and to look back W
see that all is safe. If that was done, there was no diffi-
culty in starting a train. The guard is responsible for the
starting the train afterneeiving his enters from the station-
master, or some ono authorised by him. If the train as
Monday was stetted very fast, it was in direct violation of
the orders. The engine driver was not actiag against !
orders by starting the train when the red signal
was up on the bridge ; but if it was not changed,
he would have been bound to stop the train,
because the bridge would then have been swung
and the train would have gone into the canal. The bridge
signal havino been changed, the driver was right in going
on with caution. The men at the bridge could only see
three quarters of a mite along the line. It was not re-
cubed that the station-master should see personally to the
starting of each train. He might be in his office on the
*Worm, and, knowing that the train was fit to start, might
acpate the authority to start the train. An engine driver
would be subject to punishment as for a heavy offence if he
started without authority. The guards were ordered always
to blow their whistles when they started trains. Extra pre-
cautionary measures bad been taken for working the trains
from Islip to Oxford since there had been only one line, for no
trainwas allowed to start from Oxford till a telegraph was sent
to blip to ascertain if the line was clear, and the answer
received stating that it was clear. The trains then left Ox-
ford, and it was telegraphed to Islip that they had left. No
train coming to Oxford is allowed to leave blip till the
train coming from Oxford had arrived. The same steps
were taken at blip before trains were allowed to come from
that station to Oxford.
David Bonham, policeman on the London and North-
W...itern Railway, stated that it was his duty to attend to
the signals and points at the Oxford station, at the bridge.
On Monday last he was on duty alone. lie had charge of
the bridge and two signals—the one on the bridge and the
auxiliary signal up the line. To work that ho had only to
go .a yard or two from the bridge. Ile had the care of 1-1
paints. The nearest was about five yards from the bridge.
The whole of the I I points were above the bridge. His
ditty was to keep up the red danger signal at the bridge
till the train started from the :Wien, and when the driver

whistled he put it dews, after looking to we if the line
wu clear. The danger signal remained down white the
train was peeing, alter which it was put up again. Ho
bad no points to attend to on tee departure of a trap from
the station. Every train coming in is required to stop at
the platform station, coal trains and ballast trains included.
On Monday evening a ballast train came down at about
25 minutes paet' acid was turned into the engine shed.
Ile did sot alter the bridge signal for that ballast train. The
coal train due at 20 minutes past five had not then arrived.
The coal train had to stop at the ticket pletform in order
to be wheeled round into the siding. He was at his post
when tie 5.30 train started from the station. He saw it
start, and it came on very fast. The steam was beieg
, blown off, en that he could hardly see the station. He
' beard the whistle once when it started, end again when
it get past the text policeman, and than he changed the
signal. It passed the bridge, geiug faster than ever be
saw a train come out of the station before. lie had been
on the line upwards of two years. When he changed the
signal, as far as he could see the line was
clear. Ile did not see say confusion at the
station for some time titer the trein passed on
account of the steam. Alter that he saw lights moving
about, but he did not hear any one calling out tell Hayes, I
1 the ticket collector, came up to him and said the down coal'
train had left Oxfurd-road. Ile bad nett seen Hayes for
some little time before. A porter, named Webb, told him
'at twenty minutes past five that it hail been telegraphed
from Lap that the coal train was to leave there at five
o'clock. It was mutely a passing observation. De was not
sent with any message. Ile did not say the coal train had
started, nor hail witness heard it said. Several ether ya-
wns came to the bridge after Hayes. They went up tho
line as far as the engine-shed. Hayes teen said the coal
train had left Osterdiroad some time. Witness didllD: hear
the collisiou. lie did not go on, but remained at his post.
The coal train did not come in before the 5.30 train started
on the 21:h, the teeth, mud 20:h of lest month. If he had
seen told that the teal train had started from lalip he
should hese kept up the danger-signal, a hich in that cese
ought to have steppe the passenger train. The driver of
the 5.30 train might, in his upiuiun, have sup; acrd that the
ballast train was the coal train. The coal train semetimes
stopped at the ticket platform to let the 5.30 train go by,
end the ballast train might have been mistaken fur it. The
ballast train on Monday had no light on the wader which
could be seen from the station. The coal train, if it bad
come in, ought to have had green lights. The driver might
not have known but that the coal train was iu the siding.
The Fairy engine which had hero attached to the ballast
train stood at the points. There was a light on the chimney
of the ballast cegiae, but there could net have been one on
the chimney of the coal train.
At 2 o'clock the court was adjourned tell 4, when the in-
, spiry was resumed.
Henry C4ilingridge, policeman at the Islip station, stated
that he attend d to the telegraph there. Since the Mello
bad been en one line of rails, he bad special instructions
that no trains should leave the station tlil he knew that the
Ibis Mllll clear to Oxford, which was ascertained by tele-
staple Recollected the coal train from littehley
awing to Islip about five on Monday last. It
was .eoppcd there. He telegraphed to Oxford beret's it
arrived that it was in eight, and received a message from
Oxford to send it on directly. It etepped about five
minutes. As soon as it left he sent word to Oxford. This
would be known at Oxford-rand station. The ordinary
time it seauld !cave taken to get to Oxford would have
beet lb or ego minutes. The answer to the second
message to Oxford was "Good." By this be knew they
had received his intimation. Hz had mice or twice in the
last month delayed the coal train at Islip to let the 5.30
train pave. ilc leiel no intimation hone Oxford on Monday
night that tie. e. 30 train head started. He had never lumen
it start any other evening without Wakening such intimation.
The starting ofe very train fromo nerd was always telegraphed
to imep, except this one, since there Mel been only a single
line of rails. There Was no defect ire the telegraph that
evening up to that time. It was telegraphed from Oxford
after the answer of " good," to inquire if the " line would
be clear for the up-train after the coal train had passed i"
and he answered " Yes."
Mr. Alfred Mott, the statim master at Oxford, stated
that he was at the station on Monday afternoon, front about
3 o'clock till thirty-seven minute' past 5, the time when
be were up the line. There was a coal train due at 0 x ford at 5.20
every atternooo, except Sundays. It bad never been exactly
punctual, because it arrived at intervals from 5.20 and 5.30.
A passenger train should leave at 5.30. From the 16th of
December the traffic between Oxford and Islip had been
only oar one line of rails. Precautionary measures had
been taken that every train stetting from Oxford should be
telegraphed to Islip, or rice sem. The c trail, due at
6.20 on Monday lead arrived at 5.30. The 5.30 train was
prepared for starting. He did not notice the driver. It
was the duty of the foreman of engines (Smith) is notice
him. lie did not know that Smite was absent from the
station that afternoon. lie slid not ask the driver
Tarry as to his character; it was not his duty
to overlook the drivers. Ho saw this guard
Kinch about 27 minutes past son the platform. He went
to him to tell him the coal train had left Islip, and that his
train must not start until the other had arrived. Ile wits
aware that the coal train had started shortly after 5. He
was satiated that Kinch understood him. tie thought he
'Geld not tell Kinch that the coal train had left Islip till
a few minutes before the time of starting, in order that
there might be no mistake about it lie then went back
into his office to attend to some business, which it was
important he should finish at a partictear time; in
fact, some returns which were to be in London next
morning. Ho had no way-bill or relent to make up. There
were only two letters given to Kinch. They might have
been given at any time. They were not way-bills, or any-
thing connected with the train. There are not way-bitls
ter every train. The guard does not take any minute of
the number of passengers. He does of parcels when there
are any. If there were any parcels, the bill would be given
to him by the parcel porter. It might be six minutes be-
fore the train started, as there was no particular time
for giving them to the guard. He did not go out to,
the guard again before he started. Ile gave directions
to Kinch not to start; nor did he see him again before the
train started, knowing he was the only person who could
give the signal for starting. It was his duty to do so.
Witness first heard of the train starring about two minutes
after it started, from Sergeant Gwynn, who came to the
office and told him. Gwynn said, to the best of his recollec-
tion," Did you order the train to start ?" lie did not hear
Gwynn ask anything about the coal train. Gwynn might
have said so, for the moment be heard of the train starting
he ran out. He found the coal train had not arrived and ran
and endeavoured all in his power to stop the panenger train
by running with the policemen, Hayes and others, after the
train. But it went off at an unusual speed. He called to
the men to show their red lights. 'I he train could not be
stopped. He followed it. lie did not hear the collision.
Several persons were at the spot before he arrived. lie
tint knew of the accident when he mitred at the spot. He
found the 6.30 train and the coal train had met, as he
feared they would. The engines were raised up one over
another. Two passenger carriages were completely
smashed, but the first-class carriage was scarcely
damaged at all. He did not see any of the
dead bodies. He saw several persons assisting,
but a down train being due at about 6 o'clock at
Oxford, tee thought it his duty to go on to Oxford-road
station to stop it. He did stop it at Oxford-road station.
It was a passenger train. In order that the passengers
might not be delayed, he sent omnibuses to take them into
Oxford. He remained at the Oxford-road station to stop
any other trains corning down. If the coal train had come
in, it was the duty of the guard to come in to him, and in-
quire if he should start the train. Hayes might have started
the train without communicatingwith witness. No one else.
Hayes had to go to the ticket platform to see the coal train
in and all clear, then he had instructed him to start the
passenger train. Sergeant Gwynn could start it without
wanes; being on the platform, bat not without communi-
cating with him. lie knew of no one to look to the condi-
tion of the drivers in the absence of Smith. Smith might
have gone away without giving witness notice. Smith WU
in a differentdepartment, the locomotive. If he had seen a
defective engine or a driver not fit to act he should have
interfered and stopped the train • but it was not his
duty to inspect them. lie never knew a train to start
without his knowledge since he had been at that station.
It any tram had started, the guard was to blame in doing
so without orders, either from himself or a person ap-
pointed by him. There was no signal between Oxford and
the place of the accident to show the driver whether he
ought to stop. Hplatforme supto pose
see if td tleat,
he coal aa usuatrl,ain h Hayes
had left the had
mane in. It would have been the duty of the
guard, even '
hi
fhie saw the coal train come en, to ask either
Hayes or hmself whether the nem was to start.
Ile would swear he did not say to Kinch " Yon must not
pat yet; but as soon as the coal-train is sighted you may
~e ease After the collision bad taken place, he said to
Yin eh, " How came the train to start ?" That was after
be got up to the place of the collision. His answer was,
"I do not know." Witness could not say whether K inch
said anything, he was iii such an excited rate himself, and
Kinch was in such a state as not to he capable of answer-
ing. Ile was of opinion that Kincb did not know what
be was saying. Knoll was standing up, but in
a trembling state, and appeared to have been hurt
Kinch did not use the words : " I saw the train come in,"
and then said, " Jack, she's in ; it's all right ; go on."
lie would swear Kinch did not say any words to that effect
in his hearing. He sent a policeman, named Elliott, to
Oxford-road. Koch was there. Kinch came up there in
• carriage to meet the train to Bletchley. Ile asked Kinch
if it would not be better to go to Oxford for advice ; bat he
said he thought he could bear to go on, and preferred go-
ing home. In the presence of Elliott, witness aid,
" Kinch, did you not hear me say that your train was not
to start till after the coal train came in ?" To which Kinch
replied," Yes, I did," and I appealed to some one to bear it in
mind in cue the ac:ideat proved fatal to Kinds. He be-
lieved it was Carrier, an engine driver, who was with
Kinch. Witness could not repeat any more of the connr-
cation for he was not paying attention to it, but thinking
of matters relating to the accident. lie did not hear any
further conversation with Kinch, but he would not
swear there was not any more. Witness stopped at Oxford-
road till Kinch went on in the train. Witness did not
wish to hear Kinch say any more, as that was all that was
import tat to him. Witness was in a very excitel state;
there were so many arrangements to be made with
regard to the trains. to did not hear Kinch
say anything, putting the blame on any one elec.
Ile might have said it, but witness did not hear him. Wit-
ness did not stay long at the scene of the accident, seeing
Mr. Heed, who had much mechanical knowledge, there,
besides Hayes and other experienced persons; and he
thought he could do mere effectual service by going to the
Oxford-road station, t i mike arrangements for the safety
of the :nine which were expected. Fr..m the distance the
train had get after it started, when he saw it, lie judged
it must have gorse all at unusual speed. The number of

persons on the phial's's mites the Man started would
comprise Hayes, Gwynn, two rem, and the car-
nage examiner. The porters would not hare had
power to stop the train without coming to witness.
In the &beetle. of Smith, the overlooker of the drivers tad
engine, who left for Bicester, at 4 o'clock on that day, there
was no oue to take his place.
Thomas Manning, telegraph clerk at the Oxford steams
—On Monday night he received a message from Islip,
about 5 o'clock, to ask if the coal train could lease there.
Ile sent an answer back to say " Yes, if it came directly."
He sent that answer by the direction of Mr. B. gt, the
station-master. A message then came from Islip, to say
the coal train had ;left. He answered " Good." At 5.22
a message came from Oxford-road, to say the
coal train had then left there. At 627 he scut
I another message, by Mr. Blott's order, to Islip
keow if the line was clear if the coal train ar-
rived. The answer was " Yes." That was the last Ma-
i sap. The poles of the telegraeh were knocked down
between Oxford and Oxford-road by the collision, and he
had to go to Oxford-road to telegraph. He saw the 5.30
train start, but heard no orders given about its starting.
Mr. Robinson, the baking clerk, asked him if the coal
train had arrived, but II,: said he could not tell. Ile was
In the office sad had nomeans of lenowing. He had nothing
to do with atartiug the trains, nor had Mr. Robinson that
he was aware of. It was the duty of the station-mast. rto
instruct kim to telegraph after the starting of the trains. Ile
had no orders to telegraph the starting of the 5.30 train, as
it had gone before Mr. Blott could tell him.
James l'anter, engine cleaner tells company's service,
stated that ho worked ueder Smith, the overlord:a of
drivers and engine', and it was his duty to look to the men
when Smith was absent from Oxford, and see they have
plenty of water and coke to take on their journies. ltearem-
bered Smith's going to Blaster on Monday afternoon et 4
o'clock. Ile t.,:d witness to look after the men and eneince
while he was gone, and see all was right. He did not say
what time he should come back. No train came iu while
Smith was away. Witness would swear it. One went sue.
Having been told that Smith had sworn that he met a train
at Islip, witness admitted that a train came in at half-past
four. He saw that train come in.
The Coroner expressed his regret that such a witness
had been introduced to explain the fact of there being no
one to supply Smith's place in his absence.
A Jury man expressed his regret that such a person
should hive such responsibility in Smith's absence.
Frederick Jackson, a youth of 13, stated that ho was a
secomlelasa passenger in the 5.30 train on Monday night,
with his brother. The carriage was next to the third
cline. Ile was in the middle compartment. There were
three or four passengers iu that carriage besides his brother
land himself. Ile could not see who was in the other com-
partments. Two of the persons with them were two young
' men, aheut nineteen or twenty, and an elderly geatierxen.
He had been about five minutes in the carriage at the sta-
tion before the train stared. A person came round, who
said " Show your tickets ;" and he then shut the deer.
All the five persons were in the carriage at that time. so
one got in afterwards. Ile thought the door was not
locked. B. fore the train started he did not hear ..ny
whistle, or any one say " all right," or " go on," or
any signal for shafting. He sat nearest the platform.
Ile knew the difference between tho guard's whistle and
the engine whistle. He thoneht the engine whistle did
make a little noise. Ile toll his brother they were going
off rather fast. He did rot hear the whistle alter he get
out of the station ; the window was shu'. It was about a
minute between the shutting of the door and the train
going off. fhe man who nseed for the tickets began at the
carriage next the engine, and went• all the way down. lie
did not see him pass back again. There was no
luggage van between the third-class carriage ar.d
the engine. He knew nothing more till the col
lision. lie did net hear any hallooing. There was
a jerking, as if they were quickening speed. It WaS not
such a sensation, he thought, as woulei be produced by
putting on the break. He looked at his watch as he started,
and it was 25 minute. to ti; the collision caused it ti stop,
and he afterwards found it had stopped at 20 minutes aed
a half to 6, making the time that elapsed four minutes and
a half. The carriage he was in was broken all to bits by
the shock of the codidon, and ho was thrown into the
water by the side of the line. It was when he got home
that he looked at his watch. He was not much hurt lie
received a blow. The glass of his watch was broken into
pieces. (The watch, a doubliecesed one, was produced,
and the case was deeply indented.) They were all covered
with mud. Ile was up to his middle is the water. Ile
could not tell whether he fell out of the window or went
threugh the roof. His brother, who was sitting opposite
to him, was thrown on the alley side of the line. lle was
not much hurt. lie ,ad not go in the water.
(this witness was still trader examination when we were
ob.iged to scud off our despatch by the last train.)