The Express.
London, England, 1860-09-15 00:00:00

LTWOPENCE.

TIE RAILWAY ACCIDENT NEARN4NCHESTEI4
The jury reromembled yesterday, when Mr. Robinson,
attorney for the friends of deceased pawners, called wit-
nears.
George Ellis, mechanic, sworn—l was in in the part of the
train which ran away, in a second•cleas mrriage. After
three carriage. had been thrown off the line, I should be in
the third or fourth carriage from the collision. It was a
break carriage. A passenger named Crowedale having gone
back 110 yards spoke to the guard, or some one outside.
The amine was a little broken. Our heads were all
knocked together with the collision.
By Mr. Grundy—The train I think had gone back 100 to
900 yards before they applied the break. I beard theperson
who put it au go over the top of the carriage. The train was
running very fast.
Samuel Layeock, Color, mechanic, corroborated the evi-
dence of Ellis.

Dderden travelled with the hat two witnesses.
and corroborated them.

Thomas Moran, gatekeeper at the crossing gate on the
line, at RelmehOre, sworn—l heard the couplings break
when the train separated. I went to put my signal on,
and saw Tomlinson, the guard, run atter the train to put on
his break.

By Mr. Robinson—There were three porters at the sta-
tion to assist passengers.
Robert Blakey, of Colne, ssrorn—l was ou the part of the
train that broke away, and in the carriage following the
three that were thrown off by the collision.
Nathaniel Ramsbettom, sworn—l was the first driver of
the third train. On approaching Relmshore, I saw, when
on the Ogden viaduct, some carriages approaching. I Raw
them by the tail Herta. I could not see them before on ac-
count of the curve. I turned steam off and reversed the
engine immediately. We were going thirteen or fourteen
miles an hoar. It was • moonlight night, and there was
not much fog. The tnin I was driving I think had not
fairly stopped when the collision occurred. The top of •
carriage was forced over my engine by tho collision. I
believe it came from one of the carriages of my own train,
behind me. I think that would have happened if there hail
been no engine pushing behind.
Job Simpson, sworn—l was the driver of the last engin()
of the third train, We were pushing behind, but were not
coupled to the train. I should think the train went up tho
bank at the rate of 12 to 14 miles per hour. As we went up
I baud the abort danger whistle from the engine in front of
my train. I shut off the steam and put on the break, which
checked my own engine, so that the tail of the train I was
pushing went about a yard or two away from us, but came
running buck so as just to touch the engine, when the col-
linen took place.
John Chippendale, a guard to the second train, having
been cautioned by the coroner, volunteered to give evidence,
and was sworn—l was in charge of the break in the fifth
carriage from the front, and was at it when we entered
lielmahore station. I there applied the break, and the train
came to • rest, and I took the break off. I got down to
assist the passengers, as usual, and after &misting passengers
from the first carriage I went down towards the rear of
the train, and found some carriages had separated and gone
back. I then went up the line to signal and keep the line
clear in front of us. I have been in the company's service
from 1849. I had bad one glass of ale at Manchester. After
our train bad started from ltamabottom • man asked me to
have a drink of nun. That was in the carriage in which
my break was. I opened the door, and went in and drank
from the rum bottle. I also smoked• pipe. I got out be-
tween the first and second bridges at Halnahore, and got
upon my break, outside. I then applied tire break. I did
not think I was doing wrong in taking the rum. I did it to
oblige those who invited me. Smoking is against the rale,
and I ought not to have done it, and 1 ought to have pre-
vented others doing it.
Junes Newell, superintendent of the East Lancashire
carriage department, produced • memorandum be had mado
on the morning of the accident, containing a list of the car-
riages in the broken part of the train.
The inquest was proceeding when our report left, but it
was understood no other witnesses would he called.

The jury remained for two hours in deliberation, at the
end of which time they returned a verdict of "accidental
death," at the same time expressing an opinion that the
amount of break power and the number of guards were in-
sufficient for so long • train. They further recommended
the directors of railway companies to adopt Colonel Yol-
land's suggertiam