The Sun.
London, England, 1852-10-22 00:00:00

FRIDAY ‘e :‘.
;
_b S
OCTOBER 22 1852.
7

CAPT. .HUISH ON RAILWAY ACCIDENTS,

FROM A PAPER READ BEFORE THE INSTITUTION OF
CIVIL ENGINEERS.)

Contrasting the mere numbers transported from one
Locality to another, in the present day, by railways, with
those conveyed by coaches during their most acqve
period, the ratio of safety is indubitably in favour of the
former; while if the difference of speed is imported into
the consideration, the value of the immunity from acci-
dent, in the case of railways, is considerably enhanced.
Even at the present time, when railway travelling has
superseded all other modes of inland communication, it

;Fi doubtful whether the contingencies attending convey.
ance by horses in this kingdom, embracing in that cate-
gory the omnibus traffic, do not annually exceed in
amount the casualties on railways; and it has even been
asserted on apparently sufficient deta, that the accidents
to pedestrians in a given period would still leave railway
managers in a position to point with satisfaction to the
superiority of their system, on the score of safety.
The attention which has latterly been paid to the sta
tistios of railways, and the periodical publication of the
Government returns, direct public attention very point-
edly to the aggregate of accident in a manner which has
not been attempted in any other department, and tend to
fix a degree of responsibility, and to cast an amount of
odium which have not attached to less prominent, and
perhaps less useful, adaptations of science and discovery.
Were the casualties to steamboats as carefully chronicled,
and the deaths in mining as elaborately tabulated, or
were even the fact of a British vessel being wrecked on
each tide throughout the year, as generally known, the
public would view more justly the occurrence under the
railway system of those contingencies, which, even under
the most perfect management, must ever accompany the
arrangements of fallible man. While, however, it is
pleaded in behalf of ono of the greatest inventions of
the- nineteenth century, that due regard must haled to
iemparative results, and which it cannot be denied that
out little consideration has been exhibited, either by the
public or the press, and still less sympathy has been
shown, during the—difficulties tinder which the railways
of Great Britain have struggled into their present posi-
tion, it is not contended either that the system has yet
Attained the degree of perfection and consequent safety
of which it is susceptible, or that it has in all cases been
administered in the most judicious manner.
Experience is daily adding to the knowledge of the
dangers which in an infinite variety of occult forms
necessarily attach to the momentum of high speeds, and
this experience is constantly suggesting fresh precautions
and means of prevention.
A firm, substantial, and well-kept road, is undoubtedly
the basis of all safety in railway travelling, and with the
heavy and increasing traffic now passing over the iron
iighways of Great Britain, it requires the most inces-
'ant vigilance (especially since the speed of the trains
has been increased) to maintain the way in the condi-
tion which is essential for the safety of the
passengers and the economy of the rolling stock.
As the intervals between the trains become less
frequent, as the speed of travelling is accelerated, and as
the heavy merchandise traffic, which promises to form,
ere long, the most important feature in the receipts le!
many lines, increases, the repairs become greater, and at
the same time more difficult to carry on. The experi-
ence of the author leads him to the conclusion that even
more attention than has hitherto been given to this fun-
damental question must be devoted to it in future. Im-
provements are continually introduced for the purpose of
obtaining a sound continuous road, and there is no doubt
hat the recognized evils will eventually point out their
own remedy. Fishing the rails is now a popular, and,
is far as partial experience can determine, an efficient
mode of strengthening a railway for the increased traffic
it has to bear. Other measures, having the same object
in view, are in course of experiment, and atone blocks
are generally being rejected in favour of wooden sleepers.
Heavier rails, with shorter bearings, are gradually being
introduced, wherever relaying has become necessary, and
engineers are fully sensible that a road constructed to
speeds,nf i
1 pa msd
monsterl uynt
ait
increasing;
clronlrnyneinadequatei t
teoaxt
nerpdanrt
ide
ssst
vs:
eel
ari
ptst t
eahi
ene
dfgrcs
ar.
of
tfs
uhTrti
enhh
sgen,
support moderate trains, drawn by light engines at
t
d
offwe e ts
railsdefect ttsr eo rf
a species of failure almost unknown a few years ago, are
sow of frequent occurrence; and the difficulty of main-
taining the guage of the line, under the present weights,
cot only increases, but much of the oscillating motion
which is so unpleasant to the traveller, and so de-
structive to the stock employed, must be attributed
to the same cause. Requiring, as railways do, superior
rails to bear the increased strain now thrown upon them,
it is painful to observe, that instead of keeping pace with
;he necessities of the case, the rail-makers have allowed
;heir production to deteriorate very greatly ; indeed, the
atmost caution is now required in the purchase of rails.
With every security afforded by name and standing in
.he trade, the greatest disappointments are daily arising;
and the result promises to be very serious, unless instant
neasures are adopted, by the principal makers, to re-
lieve their characters in this respect. Many of the
rails recently supplied have shown symptoms of failure at
an unusually early period, and are, in many instances in
a worse condition, after two or three years' wear, than
old and much lighter rails, which have been subjected to
precisely the same duty for twelve or sixteen years. So
grave has the aspect of this matter become, and so gene-
ral has been the complaint, that one railway company
has come to the determination of rolling its own rails,
and has given instructions for the erecting works for
the purpose. Under all the disadvantage, however, to
which allusion has been made, it is after all, remarkable
how very few accidents have arisen from a defective state
of the road itself. The circumstance of a train running off
he line is very rare, and when such an event
does occur, it may generally be attributed to
some palpable neglect of the plate layers, to some de-
fect in the machinery, or to some obstructions design-
edly placed on the line. The latter is unhappily
a very fertile source of danger, and one against which,
where a morbid desire to inflict injury guides the
miscreant hand, it is very difficult indeed to guard. It is
little known how frequent, how ingenious, and how varied
these attempts have become, and although from the vigi-
lance exercised, and from fortunate and providential
:asses, the real damage effected has been far less than
could have been supposed, it is lamentable to think, th
it
atin addition to the ordinary risks of rapid locomotion,
should be necessary to guard continually against so
diabolical a mode of wreaking a petty vengeance, or of
gratifying a mischievous disposition. Numerous in-
stances might be given, which would excite surprise,
from the cunning design exhibited, and the care appar-
ently exercised in selecting a spot likely to be fraught
with the greatest amount of mischief; but the detail
would occupy too much space.
The rapid development of general traffic on all the
main arterial lines in the kingdom, and the transfer to
them of much of the heavy trade which was formerly
carried on by canals, have caused a very great extension
of siding accommodation; and this, by multiplying the
the points and crossings in the main line, has pro tanta
increased the risk attending them. Anything which
breaks the continuity of the rails is neoessarrily an evil,
and tends in a certain degree to develope danger; and as
these frequent " turns out" cannot be avoided on a line of
heavy traffic, the railway manager is compelled to rely
on regulations and signals, and to that extent is obliged
to incur the additional hazard which attends the em-
ployment
discretion,
officials,
cmi aolss; fatalfrom
consequenceswhose
neglect
mayor
at want
anyof
moment arise. On the London and North-Western
Railway, the increase of siding during the last few years,
amounts' to 53 miles. In laying down these sidings,
one very fertile source of danger has, however, been
considerably reduced. "Facing points ' were formerly
common and numerous ; they are now rarer, and al-
though at the junction of branches, and in some peen-
railway manager will rest contented, while one of these
liar positions they cannot be altogether abolished, no
points is allowed, unnecessarily, to remain upon this

line.
In connexion with this subject, allusion may be made
to self-acting switches. Useful as this invention has
proved, it has been attended with concomitant evils of
no trifling magnitude, end many accidents have occurred

~
rom a reliance on them. They require constant vigi
lance to secure their being kept clean and well oiled,
and it is very difficult to ensure proper attention being
always paid to them. It may indeed be remarked as a
general rule, that so far from machinery being a means
of safety (when used for superseding personal inspec-
tion and manipulation), it is usually a source of in-
creased danger, and the numerous clever contrivances
and complicated arrangements which are so continually
submitted to the examination and opinion of railway
men, though evidencing the ingenuity and industry cf
the projectors, are generally valueless as practical
means of operation. The greatest simplicity in every.
thing connected with the road, and the signals upon it,
will provide the nearest approach to security, and in
proportion as such simplicity is departed from, it is
probable that a practical good will be sacrificed, in
endeavouring to attain a theoretical excellence.
The carriage stock of railway companies is gene-
rally of so superior a kind, both as to design and
construction, that accidents arising from their failure
are very rare. The wheels and axle•boxes are the
most severely tested parts of the vehicle, but if originally
of a proper construction, give very little trouble in their
mfra(ignuteeynnatntrahceatatehde repair. Experience seems to give the
mstyliarpneeyricsockrciiatoysdisotonioatilohyseeiawilosAo,den wheels of which there are
either the carriageallaS
where these are insprwinhgioshomo?isemtshsebrweahkese,i ainsdina
they are
iecooets,sbouurtoothseofinmstuaenhceasrmaireetysotoins-
rp al
:el wdtahbey
last
contract,fo four
manager.
o r
yearspthaeof enpcirytiinvseei principal awwl
danger of flying
p
has specially to be guarded against;
mined, it may be sd
and the carriage is daily exa•
relied on for a very long period. Dur-
ingthe very large stock
Company. The of the
io and
London and North-Western
heating
of frequent annoyance Lodf axles, however, is a source
the recentf,
aari
the bearings were increased in
to passengers. Since
b( ea exercised, to make
the
en size, and more care has
preserve the grease free from cover fit close, and to
this cause of trouble has diminished,dust, when not in use,
in-
troduction of the patent axle- hoperakerimtssahonafs
vhieitp
management, will run many hundreds which, under proper
being fed, bids fair to obviate the evil
too miles without
extent, if not to prevent it altogether;a considerable.
stint on a hot
elwedhs failed,
rpien..

summer's day, in a district with sandy ballast, Wig, and
will always be, very difficult to keep the axles of a fast
train cool. The couplings of carriages are seldom bro-
ken even by sudden jerks.
If, however, there is no part of the railway
machinery from which so little danger may be appre-
hended as the passenger carriage, Lae settle cannot
be claimed on the part of the merchandise waggon.
Whether the absence of direct danger to human
lila or an injudicious economy has been the canoe,
the fact is, that in no portion of the system has
so little ire provem nt been exhibited, and in
which, at the present !mellow., there is so great a neces-
sity for a complete modification. In this respect Eng-
land is far behind the Continent. The axles of waggon
stock have, in many instances, been of the most faulty
model and material. The accidents to the trains, from
the fracture of those parts, bare been very numerous,
while the destruction of property has been sufficient to
nave paid for a eery superior vehicle. In one recent iii-
stance, several hundred exles, of a peculiar form, were
removed from a leading railway, after a short experience
of their working. Axles aro now made much stronger
than formerly ; 3 inches used to be the ordinary dia-
meter. 4 inches is considered a minimum, and although
more attention has been bestowed on the form and taper
of the axle itself, still very much remains to be done in
this matter. The fact of the crystallization of the iron
by the repeated vibrations, and the peculiar causes of
incipient fractures, are still debateable points with en-
gineers and waggon-builders. It is desirable that, by
a thorough examination of the subject, these disputed
questions should be disposed of. The wrought-iron
wheels of merchandise waggons do not on the whole
give much trouble. The most defective part of the
waggon is, however, the mode of coupling. This
is of the rudest kind, and it is matter of surprise
that a vigorous and combined effort has not been
made by the railway interest to improve it. Very
few merchandise waggons have spring buffers, and even
those that have them are simply linked together by a
loose chain. Every one must have enticed the bumping
sound produced in the starting and stopping of a mer-
chandise train. Even where the driver is very careful,
the succession of heavy blows in a long train is sufficient
to injure the stock, and to break any delicate articles
that may be conveyed in the trucks; but when it be-
comes necessary to arrest a train suddenly, the shocks
are very destructive to the framework. This evil, great
as it is, is aggravated by the circumstance of a variety
of waggons being run in the same train; a light and
short waggon is probably found between two long and
heavy ones, and the irregularity of loading, according to
the staple trade of a particular district, still further in-
creases the risk. From the through system of traffic,
the waggons of half a dozen companies may frequently
be found in one train, and as these are not built to any
particular height, or breadth, the ends do not strike
evenly, and on receiving a check, a tendency to mount
(especially if the waggon is unevenly loaded, which must
always be the case with some description of goods) is
apparent. Covered vans, low timber trucks, and box
waggons, are all run together, in trains of from 30 to 60
vehicles, and at speeds varying from 15 miles to 20 miles
an hour. It is, in fact, a wonder that a traffic so con-
ducted is not subject to continual accident, and the cir-
cumstance of the comparative freedom from casualty
is rather an evidence of the extreme safety of tran-
sit over parallel iron bars than any defence of a
system which is no credit to the mechanical skill of the
country. Until every waggon is coupled up to spring
buffers, in the same manner as a passenger carriage, and
until either by general concert, or by compulsory regu-
lation, the standard central height and central breadth
between the buffers are matter of regulation, the risk of
accident and the certainty of damage must continue.
Allusion has now been made to those points connected
with the road, and the machinery employed upon it,
from which loss of life and injury to person and pro-
perty most generally arise. The whole of these causes,
however, do not produce a tithe of the accidents which
result from inattention to signals, and the neglect of re-
gulations. Of all sources of danger on a railway, these
are the most prolific. Human agency is necessarily im-
perfect, and it cannot be expected that the servants of a
railway company, however carefully selected and dili-
gently tutored, will be exempt from such a general law.
The effects of a momentary forgetfulness, or an instant's
neglect, are frequently fraught with tremendous conse-
quences, and the miscalculation of a few yards may pro-
duce the most lamentable results. There is, therefore,
no part of the system to which the railway manager
looks with mere anxiety than to the efficiency of the
signals on the line. If these are either defective, or too
limited in number, the casualty which will probably re-
sult must be attributed to the carelessness which has
permitted it. Railway stationary signals have within a
few years been greatly improved. The introduction of
the lofty semaphores has left little to be desired in this
respect, while the further use of the auxiliary signal has
completed this most necessary adjunct to safe working.
The distance at which these signals should be planted must
depend on the nature of the ground, and the charterer
of the gradient. Generally speaking. with the prevailing
high speeds and heavy trains, the extended arm of an
auxili,,ry signal should be seen at a distance of from 800
to 1,500 yards. The apace within which a train can be
pulled up 'Aries much, according to the state of the wea-
ther,
as well as the "neeitY of the breaks, the speed, the
inclination of the road, end the weight of the load ; but
fcr practical purposes, the distance named above will he
found to answer, and less than this should not be accent-
ed, where circumstances permit its being obtained. Not
only is then positive safety of the train secured by such a
signal, but the nerve and steadiness of tae engine-driver
are supported by the feeling that the means of protection
are provided for him. Care should bo taken to fix the
signal so that no distant objects may interfere with the
free sight of it, and as the speed, weight, and number of
trains on the line increase, opportunity should be taken
periodically to revise the distances, to ascertain that
every doubtful point is covered, and that nothing which
may be provided against by caution is left to contingency.
Some
difference has existed among railway managers,
as
g
to the mode of dealing withsignalsat junctions
with branch lines. It
has, however, been generally
ruled, that the safest course is to keep the danger, or
stop-signal, fixed against the branch, so that no train
may be allowed to enter on the main line until such
signal be removed. The safety of the train moving
between stations, and temporarily impeded from any
cause, depends on the attention
paid by the guards to
the regulation to proceed back a certain distance with
the hand signal. This distance varies from 500 to 800
yards, according to the rules of different companies.
Prob ably the latter is too far, unless the distance termi-
nates in a curve, as a ha:;cl signal may be seen, under
ordinary circumstances, from 300 to 500 yards further.
Nothing is more difficult, however, than to secure strict
obedience to this rule, and the most particular attention
should attach to any breach of it. Upon it hinges the
safety of the train, and the fact of an accident happening
should not be a bar to the most severe punishment of the
offending
- party- A careful guard will also be guided by
the stuth of the rails and the atmosphere. It the former
are what is termed " greasy," or the latter is heavy, a
longer distance than ordinary is evidently required to
protect the train. Until recently, no special means
existed of securin a train against collision during a fog.
The detonating signal nal supplied this deficiency, and has
become one of the most useful protections which the
railway manager possesses. Its use, therefore, is uni-
versal, as in a humid climate, like that of England, it
was absolutely necessary to complete the code of signals.
During a recent dense fog, which lasted for two days,
and was so thick as to render objects invisible at a dis-
tance of a very few yards, the London and North-
Western Railway was necessarily worked entirely by the
detonating i The experiment was successful ;
and although irregularities were very frequent, no acci-
dent occurred, although nearly 400 trains ran during
that anxious time.
Great weight is generally attached to the question of
regularity in the times of the trains as an essential ele-
ment in their safety, and whenever an accident occur.
the press and public opinion, as expressed through a jury,
seize on this point as the primary cause of the naishisp.
The author would by no means undervalue the import-
ance of punctuality, and as rigid an adherence as possible
to the published time-tables, but it may he doubted whe-
ther undue stress has not been attached to it. Under a
well-regulated system of signals, and with a well-disci-
plined staff, the greatest irregularity, whatever inconve-
nience it may produce, ought not to lead to danger. To a
certain extent, the very uncertainty of the passage of
trains produces safety, by the continual vigilance it neces-
sitates, and as few accidents occur iu the 'neat busy tho-
roughfare of London, so the most crowded part of a rail-
way exhibits the greatest freedom from casualty.
It ie fortunate, indeed, that the public
safety is not
necessarily linked with punctuality, for the extension of
the system, and the connection with cross lines, by
coaches and steam-boats, is daily importing into the long
trains fresh chances of delay. The mail train of the
London and North-Western Company starts from Dublin
on the west, and Aberdeen on the north ; during its pas-
sage it connects with a great number of railways, the
irregularities of each and all of which become multiplied
as the train advances. When, therefore, it reaches the
London and North-Western line, it has probably misses:
its appointed turn,it consequently becomes an exceptional
train during its entire transit, yet none is better protected
or passes along the railway with greater safety. Toe faci-
lity of working a trunk railway with a heavy traffic under
the variations alluded to, has, however, beer, greatly pro-
moted by the introduction end exieusive use of the elec
tric telegraph. Just as the demands on the railway
system were beginning to outgrow its existing machinery
for safety, this remarkable power came to its aid, and
extended its capacity in an incalculable degree.
Defective breaks and fractures of coupling ou steep
inclines have not unfrequently led to accident, yet the
working of the Lickey incline is evidence of the safety
of the system, if only ordinary care and caution are exer-
cised. More than one accident has arisen from trees fall-
ing across the rails. Care should therefore be taken to re-
move all that are likely to bo affected by storms, or by the
slipping of the ground. Trains have been occasionally
thrown off the rails by cattle jumping out in the transit, and
some narrow escapes have occurred in consequence. Level
crossings are also a fruitful source of danger if they are
ed A sad catalogue net very carefully watch of deaths,
a; these crossings, will b© found
in the parliamentary
returns, and their ivereeeing number indicates the ne-
cessity for greater vigilance, or a change of practice.
Lastly, reference must be made to the tendency of Par-
. lament, in went goakioue, to extend what are towed

" running powers." It is to be greatly feared, that if
this system is permitted to extend, a new element of
the greatest danger will be introduced, the effect of
which it is at present scarcely possible to calculate.
If, with the whole energies of a concentrated establish-
ment, under well-known rules and discipline, danger
cannot be avoided, what must be expected from strange
and rival ex'tcurives using the same line of rails, and
unacquainted with its peculiarities?
The regulations of most companies have now a very
general similarity of principle, modified by the circum-
wances of each line. These rules are constantly under-
going improvement, and any fresh cause of danger is
provided for, as it developer itself. Accidents, however,
very rarely happen from foreseen circumstances. They
are generally of a compound character, and result from
the simultaneous conjunction of several causes. It is
easy to be wise after the event; but so long as machinery
is material, and human nature is fallible, it is to be
feared that although experience aid skill may diminish,
they will not prevent, the recurrence of events that
startle society, and cast blame on railway management.
i'hs rapid glance which has been thrown on the more
salient points of danger, show the variety of causes from
which it may at any moment arise. The increasing
nature of the transit renders such casualties possible at
any moment. In the year ISSI, during which 7,900,000
passengers (nearly one-third of the population of Eng-
land), travelled on the Londor and North-Western Rail-
.way, only one individual met its death—yet this casualty,
frourwhich the author also suffered, was the effect of the
gravest disobedience of maws. The exception proves
the rule, and it is due to the engine-drivers and guards of
Great Britain to state this; there is probably no class of
men to whom such serioxs duties are intrusted, and who
repay with such fidelity, attention, and skill, the confi-
dence reposed in them. Kind and considerate treatment,
and good wages, combined with the utmost strictness of
discipline, a readiness to reward merit, and a rigid deter-
mination to punish severely any dereliction of duty, are
the best means of forraing good and attentive servants.
Inebriety,; should Jeerer, under any circumstances, be
Overlookort or'pardined, whatever claims the offender
may otherwise possess in regard to general efficiency
or length of service. A system of regular promotion,
wherever it can be applied, is perhaps the greatest
stimulus to good conduct ; and experience has clearly
shown, that, in general, better results have been obtained
by rewarding obalience than by the greatest severity in
punishing misconduct. The habits of order and regu-
larity which are thus generated, extend beyond their
immediate sphere, and react on society at large. As an
system, with all its admitted de-
instrument for advancing the social position of the
country, the tehreeifiressifnwosYlight influence;
and although the
benefits are n3t unmixed with evil, the advantages are
purchased at a less coat of personal suffering and sacri-
fice than (looking at the conditions under which they
are obtained) might reasonably be expected.

THE MURDER IN RUE VIVIENNE, PARIS.

-
(From Galignant s Messenger.)
Great sensation was caused in August last, by the
murder ofa young Spanish woman, named Doleres Perez,
in the Bue Vivienne, Paris, and b. y the subsequent
arrest of the murderer, a young Spaniard, named Valen-
tine Navarro y Perez. The Court of Assires was on
Thursday and Friday last occupied in trying this man.
He is 23 years of age, and his occupation was that of
assistant to a bookseller ,at Valencia. His features are
without any striking expression, and nothing in his
manner indicates him to be of violent passions. The
indictment set forth that the accused became acquainted
with the young woman, Doleres Perez, at Valencia, in
1850. She was of remarkable beauty. Intimate rela-
tions soon became established between them. She was
the mother of a child aged three years. At the beginning
of 1352,they came to Paris together,and took up their resi-
dence at an hotel, No. 49, rue Vivienne. In the month
of May they paid a second visit to Paris, and went to
reside in a small apartment, Ne. 19, rue St. Nicolas
d'Antin. On the 27th of June, Navarro left for Spain,
leaving Dolores alone at Paris. She had for some time
been taking lessons as an equestrian performer. She
was glad when Navarro left her, as she was in dread of
his violent character. On the lilt of Angust, Navarro
6 rived from Madrid, and took up his residence in the
hotel in the rue Vivienne. He had left that city in a
great hurry, taking with him only 250 f. His object in
coming was to persuade Dolores to return to Madrid with
him, and he threatened to blow out his brains if she
should refuse to follow him. On hearing of his return
Dolores manifested great emotion, but she saw him as
before, either at her own lodgings or at his. She dined
with him at his hotel on the 4th of August, and she was
accompanied by her child. She recommended him to
return to Spain, and he appeared disposed to comply.
The next morning he caused his portmanteau to be
removed to the house of M. Dottres, Consul-General of
the Requblic of the Equator, rue du Sentier, who knew
his family and had behaved kindly to hits. Navarro
afterwards hired a room at No. 23, rue Sr. Nicholas
d'Antin, for five days, and paid fur it in trivance. At
about 4 o'clock he returned to the hotel in the rue
Vivienne to meet Dolores, with whom he made an ap-
pointment to dine. She arrived at the hour fixed with
two of her countrywomen—a widow nom •d San Pallai,,,
and an unmarried young woman, named Rosa Mauri.
These two women went away almost directly, leaving
Dolores. Rom she and the prisoner were calm, though
the latter expressed regret ec having to return to Spain
alone. Shortly after the two women had lett, Mal. La-
folie, the keeper of the hotel, fancied she heard a strange
noise, as of a person suffering, in Navarro's room; :Ind
at the same moment Navarro, descending the stairs,
passed before her, calm and tranquil. She sent a servant
to the room. The door, which was fastened was
opened. Dolores was seen lying
.dead on the ground
if
just, before it, in a pool of blood, as , afterld of it havins benstabbed, she had attempted tograsp ho.
her hand, breast, and bead wero 18 wounds; and the
right head was literally fastened to the shoulder by
a sword cane sticking through it. This sword had been
plunged with such force that it was difficult to remove
it. One of the stabs in the head had been so violent that
the point of the sword was brokenoff. Some of the
wounds had been inflicted by a poniard knife. One of
them in the breast reached the lungs, and must have
caused instant death. The murderer went calmly to the
house of M. Dottres, but that gentleman, seeing blood
on his hand and noticing something strange in his locks,
ordered him away. lie then went to the residence of a
. fellow countryman named Lima, rue Lamartine, 39.
He told him that he had just arrived from Spain,
washed his hands, and sat down to dinner. At dinner
he made jokes on one of Lima's friends. As Lima was
unable, in compliance with his request, to give him a
bed, he went to the rue do Buffault and hired a chamber
in an hotel. Having passed four days after the murder
in debauchery, he was apprehended on the Bth August.
In answer to the judge, the_priamer said, I could not
leave i'aris without some assurance of being again united
to Dolores. I begged of Mdlle. Rosa Mauri to go to her
and get an assurance from her that we should ag fin live
together. She went, accompanied, by Mde. San Palleice
Those two women afterwards came to me at the
hotel, accompanied by Dolores. I ordered dinner.
I passed the morning in looking out of the win-
dow, in breakfasting, and smoking. When I
was left alone with Dolores I reminded her of our
former connexion, and requested her to return to
Spain with me. She replied that everything was at an
end between us; that she had for me the affection
white a sister feels for a brother, but that she did not
love me ; that she never loved me, and had deceived
mo. She afterwards asked me to convey a letter for
her to her sister. After she had spoken to mo in that
way I felt something warm in me which I cannot
explain. I do not know what occurred. I was dis-
tracted. It seems to me that I still hear the words,
" Valentine, I love you." I do not know the direction
of the first blow. She was not seated at the time. I
do not remember the direction of any of the stabs. I
do not know how many I struck. I do not remember
having broken the blade of one of the weapons by a
blow on the skull. I attempted to kill myself.
Witnesses were then called, and their evidence went
to substantiate the charges in the indictment.
M. Saillard, the Advocate-General, addressed the jury,
and called for the application of the law in its greatest
severity.
M. Lachaud and M. Niebel addressed the jury for the
prisoner. The former solicited the jury to give the
prisoner the benefit of a verdict of extenuating circum-

stances.
The President of the Court having summed up, the
jury retired, and in a quarter of an hour returned a
verdict of Guilty, with extenuating circumstances. he
prisoner was therefore sentenced to imprisonment T
for
life with hard labour.
Ho received his sentence with seeming indifference.

FEES IN CHANCERY AND COMMON LAW.—Under
the new Chancery and Common Law Acts about to come
into force, considerable alterations will be made in the
mode of collection and amount of fees to be chchambrs Bede in
law and equity proceedings. At the Judges'
and other law offices it ia expected tat a reat redue-
By the 10th secthion of the SMS 15
tion will take place.
it is stated that it is expedient
and 16 Victoria, cap. 73,
that a new table or tables of fees proplr to be taken in
the superior courts and their several offices, and at the
Judges' chanabere, and by the clerks of assize acting as
associates on the circuit, should he prepared, " with re-
ference to the various changes and alterations which
have been or may be mado in the process, practice, and
proceedings in these courts, and to the diminution of ex-
pense where practicable to the suitor." Tho Commis-
sioners of the Treasury are required by the act to pre-
pare, or cause to be prepared, tables et fees, specifying
what fees are proper to be demanded iu the several
offices and what fees should be abolished, and such tables
are to be laid before the judges, who aro to revise and
settle the same, and from time to time add to or reduce,
alter or amend, the same as they may deem necessary or
proper. The Commissioners of the Treasury are to
cause the latter to be published in the London Gazette,
"and from and after such publication no other fees than
those sanctioned and allowed as aforesaid shall, on any
pretence whatever, be demanded or taken by any officer
or clerk of the said courts, in respect of any duty or
service to which such table or tables of fees may relate,
provided that, until the publication under the authority
aforesaid, the fees now law fully taken by "
the said offi-
cora and clerks WWI and nitty youtinue to bo 14411.

[PRICE SD.

LETTER FROM MR. HUME-PARLIAIIIEII-
- REFORM-THE BALLOT.

TO THE EDITott OF THE

SIR,—I scud yuu copy of a letter this day forwarded
;o thc Times, that you may, if you phase, insert it at
.ho same time. _

I remain your obedient servant,
JOSEPH HUME.

Barnley Hal!, 04 19, 1852.

T 3 THE EDITOR OF THE TIMES.

Sir,—l have read with attention ) our articles in the
Times of the 16th and 13th inst., in which you allude
°oat to my past conduct in Parliament, and also to some
late correspondence of mine on public questions which at
this time engage the attention of millions of the people;
and as you appear to have mi.understood my statements,
as well t‘ith regard to my vie Ats of the past as with re
gard to the selection of the _Ballot alone as a point at
union fur Reformers at the present juncture, I am in-
tamed to offer the foituwing explanation:—
With respect to the first point, I can assure you that 1
am not " one of those worthies woo, at the close ui their

have lamented the scant fruit of their labours."
the contrary, when I look back on the course iu which,
since 1818, .1 have been engaged ; when I compare the
state of the public accouuts and of the representation,
of the public establishments and of the country generally
ut that period, with their condition now ; when I take
into account the great improvements in our financial
system; in the repieeeetattun as affected by the Reform
Bill of 1831.2; the introduction of comparative economy
and retrenchment in all branches of the public expendi-
ture, and the vast beuefits conferred on the country at
large by Free-trade, since 1842—towards all of which ob-
jects my endeavours have been unceasingly directed—l am
rather disposed to rejoice at the " ample success"
wnich has attended the efforts of those friends of progress
and reform, among whom I am proud to number my-
self ; though, at the same time, I cannot overlook the
tact that much more might have been accomplished, had
we received wider and more consistent support from all
who seemed to be interested in the great work at which
we have laboured—results, nevertheless, so tar beyond
what I could have anticipated when first, and often al-
most alone, I directed my efforts agaiest the abuses
which I regretted to detect iu our constitutional system,
however insufficient as yet for the entire removal of them,
afford ample encouragement to advocate such further re-
torms as are in my view essential to the continued wel-
fare and prosperity of the country. Among those re-
forms required, a further and more complete parliamen-
tary reform is what I now desire to see effected.
Experience has convinced us that the Reform of
1831.32 proves insufficient to prevent the existence of
nomination boroughs, or to secure to the great mass of
the people (or to use Lord John Russell's words " to the
Democracy of this country") that share in the represen-
tation to which they are entitled. The people have rights
and I am desirous tnat they should obtain them, without
any improper interference with the just privileges of the
House of Lords and of the Crown. I submit that is bad
policy to be agitating for and introducing new reforms in
our representative system, every year, or every few
years • and as the Reform Bill of 1831-2 is admitted by
all Reformers to be defective, I em, therefore, anxious
that the next Reform Bill should be acomprehensive and
efficient one, to prevent, for many years, any new agi-
tation for Parliamentary: Reform, and no Parliamentary
Reform can, in my opinion, bo effectual, without inclu-
ding a large extension of the suffrage, a more equal
apportionment of representatives to electors, and protec-
tion to the voter, and other elements which should all
be included in the same Bill.

Bat you have assumed from my letter to the Huh
Advertiser, that I wish to propose the " Ballot " as the
single point on which Reformers should unite and take
their stand. This is a complete misapprehension.
have often stated, and here repeat, that no scheme of re-
form can prove efficient and meet my views that does not
include vote by Ballot ; on which accouet, and to avoid
making various separate motions, I have included it in
my annual motion fur "Parliamentary Reform," as
agreed upon by between 70 and 80 Reformers, in which
it was endeavoured to combine all the main elements of
that change which is requisite to make the Rouse of
Commons the real representation of the people. it is
the full attainment of all those rights which Lord John
Russell now at last recognises as belonging to the demo-
cracy of this country, according to the constitution,
which I seek to promote; and I have, therefore, to ex-
press my regret at your attributing to me the intention
to compromise the assertion of those rights collectively,
for the spike of forming a stronger party to assume the
Ballot alone as a bond of union. I disclaim the inter-
pretation of anyteliug I may have said or written. The
Ballot alone would never make the House of Commons
teat democratic portion of our institutions which it
thecretically is, end ought practically to be.
Deeming vote by Ballot a eeeeszary protection to the
voter, I shall always heartily support any member b)
whom it may be separately proposed, as I have said to
Mr Berkeley, its able and strenuous advocate in the last
Parliament; iulerming him, however, that I would not he
a member of soy separate association to promote the Bal-
lot alone, which would create another division among Re-
formers, and, in fact, stultify the proceedings of those
who have agreed to support my general motion, which
includes the Ba lot. More pariieularly so a separate as-
sociation is unnecessary, as that entitled, The IVational
Parliamentary and Financial Reform Association, at 41,
Chai my cross, was formed to promote that plan ut
reform, along with the other measures for reform in-
cluded in the motion I have brought fer several years
before Parliameut, and in support of which I am in-
formed that 290 other associations are already formed
in different parts of the kingdom.
The necessity for protection to the voter has been
rendered more obvious than ever by the proceedings at
the late general election, especially in Ireland, wuere
they have been very extraordinary. But I fully agree
with you, that our present political condition requires
something more, and something nobler for its renova-
tion, than " a common conviction that the suffrages of
free citizens should be tendered in the dark." That
nobler bond of union, which you consider • necessary to
keep together an efficient party, whether in the House
of Commons or out of doors, I have desired to supply in
that carefully concerted series of measures already al-
luded to, which, by enfranchising the million—protect-
ing them from sinister influences, and giving them an
ample, and proportionate, and responsible representa-
tion, shall give such just weight and tree scope to the
"democratic element" in our constitution, as is already
fully accorded to the aristocratic and monarchical.
I remain, Sir, your obedient servant,
Burnley Hall, Oct.lB, 1852. JOSEPH HUME.

EXPERIMENTS AT PORTSMOUTH WITH THE PATENT
FIRE-ANNIHILATOR.— In the experiment where the
fire-annihilator machines were tried against the dock-
yard fire-engines, the fire was extinguished in less time,
and by much fewer men by the fire-annihilator machines,
as will be seen by the following details :—The reser-
voir of tar was 50 feet long and 5 feet wide, and the
machines and engines were stationed at equal distances.
On the reservoir being fired, and the word given, three
fire-annihilator machines, each 24 inches high and 12
inches wide, were fetched up, put to work, and the fire
extinguished in 1 minute and 10 seconds ; three men
being employed to work the machines, one man to assist
in carrying; total, four no n employed. The same re-
servoir was again fired. Two dockyard water-engines,
with 7-inch cylinders, standing ready filled with water,
were fetched up, put to work, and the fire put out in 1
minute and 35 seconds-55 men employed. Besides
this great disproportion in the number of men required
to put cut the fire with the water engines, due allowance
must be made with regard to the time also, as the men I
were already assembled, and the engines wore ready
filled with water, which arrangements, in case of sud-
den fire, require considerable time to complete, and in
the majority of fires allow the destroying element to
spread itself to the adjacent property. In the trial
upon the wooden house, we find that, notwithstanding
the flames had burst through the roof, and the build-
ing was so completely enveloped in flames as to
admit of no doubt that the delay of a minute would '
bring the whole building down, so instantaneously did
the powerful vapour from the fire-annihilator machines
arrest the fire, that whatever was not consumed when
the gas was ordered to be applied was preserved, and in
two or three minutes the whole of the embers inside the
building were completely extinguished, showing the
greatly-increased power of the gas when even only par-
tially confined, as in the case in this wooden erection.
We were, therefore, wrong in our report that water was
used to put out the embers inside the building. Some
water was afterwards thrown upon the roof of the
building from one of the engines, as a matter of precau-
tion from the close proximity of the gunpowder maga-
zines, lest, as the flames had burst through the wooden
roof, any smouldering fire might remain between the
joints of the boards. The whole of the experiments
were considered, we believe, to be completely conclusive
as to the great value and efficiency of the maehine,,sn
h;
and the astonishing manner in which the gas cools do
clears
the temperature, and the rapidity wit
away the smoke, at elute prove the greawt value and
wari m
penance of the machines on board our ships
,
where the smoke and heat in a fire below deck most
frequently prevent all access to the root of.
nt
tlhmeefir.e, and
pre ude means being used for its extinguishment.
ANCHOVIES AND THEIR ADULTERATIONS. The
Lancet gives the result of the investigation of the Ana-
lytical Sanitary Commission into the composition of
" Anchovies," as vended in the metropolis. Easing
analysed 28 samples, the following conclusion has been
arrived at :—Tbat seven of the samples consisted en-
tirely of Dutch fish. That two of the samples consisted
of is mixture of Dutch fish and anchovies. That the
brine in 23 of the samples was charged with either bole
Armenian or Venetian red, the quantity varying con-
siderably in amount ; but in most cases the brine was
saturated with these earthy powders to such an extent
that they might be obtained and collected from the
bottom of the bottles almost by tea spoonfuls. The
commissioners add—" It is not to be inferred that those
samples in which no Dutch fish were detected consisted
of the true anchovy, since we
have ascertained that
two other kinds of fish best •
des the Dutch are com-
monly imported,
and sold
real Gorgonas s 'true anchovies,' and
French and Sicilian fish.
A further investigation established the fact, that not
ono-third of the 2S samples examined consisted of
%:aggis wit:hotel,