The Sun.
London, England, 1853-01-12 00:00:00

E SHARES,

123
St.
St.
25

93i i I

17 16

1234 /
di /

RAILWAYS.

301 30
79 4
531

82A li
381

58 i

1109 -

106 :-

1071

19 20
d— u p

3i -
3- 4 .
-1N
1. -lip
14 -

18 -• 18

3 - 3J,

lid :----- 1:2.a

112 114

81 - 9

1 -llr
L 094 - 110

par —1)
152 154

•.. --- •••
... - P

3i -- 4 p
8 -- 84
13 -- 13•

9 - 10
11 - 111
pi

••. - :
1 - 1§ p

150 - 152
- P
23 - 234
• 6 -

2 - 2i
101 - 102
25i - 26.

2 21pl

U -11 A
171 —17 i
1 p
16. —17 A
Par— i P
26i —26 i

19 - 20

is --
p.a.;

103 - 105
51.- 5$

a ti pl

BANKS

814 - 8241

••• ....... ...

li - ii

2i - 3

••• .•... .

.•• ....- ...

48 - ,66
72 - 73
8i - 9A

1 - 2
14 - 15

--- lip
lid
64 —7 pxn
2 2 p
—' p
1

- 7f
44. -
- 1
- if
9 - 11 p
2f - p

84 -- si
34
34i -- 35
14i -15 i

151 - 16ip

39 - 41
38A - 394
31; - 32-
44 54p
P
20 - 203
9 -10 i
3 -

f ipxn
5 -- 5i
d -- par
9t 7- 10ip

li 11 p
4
—5 i 1
P
74 8 p
par p
#P P
p— p
par p
R - it P
9 11

4 - 5
2 - 23/4
29 - 30-
- P
413/4 - 423/4
3i -
7 - 73/4,

Ik 1d

i d A .ii
I,f —1 A p
par i p
i 14p1

—ld
I P

_
-
--1 p
2
- P
26i --24
6 - 7
10 7- 12P
71 - 8
A -
3 - P
- P

.SOUS

Z 5 - 275

5 -

• - ...

•.. -- ...

a = ;:i

70 Co

20 - 22

MR. JOHN BRIGHT'S GOOD MANNERS.

( From the Times.)

Manchester is the centre, as we all know, of an
enormous manufacturing industry. It may be
considered the founder of free trade, and the
metropolis of political liberality. No other town
or city in England exercises an influence com-
parable to its own on the public mind. No other
community is so well calculated to speak as the
organ of British industry and commercial progress.
W rejoice to find this great emporium following
the example of Liverpool in doing honour to the
new American Minister. The feeling is just,
the policy is wise, the occasion suitable. We have
Mr. Bright's word that the dinner was excellent.
Only one thing Manchester lacks—her
good man-
ners are of the scantiest. Manchester has not
yet learnt those little diplomatic arts which con-
stitute the charm and safeguard of society. Her
sincere and ardent politicians know no reserve,
wander at will over every subject, and spare
nothing that militates against their convictions or
their interests. They are too sincere to be polite,
and too outspoken to be hospi'able. When Mr.
Ingersoll accepted their invitation, he thought,
no doubt, that lie was about to witness a repeti-
tion of the amenities of Liverpool, where, if any
of the differences which separate the institutions
of the United States from those of England were
touched upon, it n'as only either to compliment our
guest at our own expense, or to show how the
two nations, starting from opposite extremes, had
contrived to found governments solid in their
wisdom and durable in their moderation. Mr.
Bright says that it was vain for the Manchester
men to think that they would " do" the American
Minister, but we cannot help suspecting that his
Excellency was considerably " done," nevertheless ;
for, o£ all topics on which he could be prepared to
hear speeches made, the last which he could have
expected to listen to was an invidious reflection
on the policy of the Government which ac-
credits him to this country. The American
Minister represents a Government here, the last
depositary in America of the principle of
Protection—a Government about to
give place in
a few months to one of diainetrinally opposite ten-
dencies—a Government, the last remnant of a
party which recent political occurrences have vir-
tually expunged from the map of American: politics.
Nothing could be in worse taste than to revive
such a controversy in the presence of such a man ;
and our sense of the impropriety of such a step is
increased by our conviction of its super flurty.
America is evidently about to remodel her tariff,
not out of deference to the opinion of Manchester,
or a servile imitation of English policy, but
from the just and deep-seated conviction of a great
majority of her citizens that the principle of Free
Trade is just in theory and has been eminently
successful in practice. We have no occasion to
spur a willing horse or to violate the courtesy of
public hospitalities in (Eder to read our neighbours
a lesson which they seem to understand quite as
well as their preceptors.
This false move produced its natural result. Bad
manners generated worse political economy. The
Bishop of Manchester, feeling the solecism of tai"te,
sought to remedy it by a solecism of reasoning. Free
trade, according to him, is the strong meat for vi--
gorous men ; the young and the weak must grow
up under the aliment of protection. America may
not yet be strong enough for free trade ; the bishop
only hopes that the time will soon come when she
will be able to bear it. Strange must be the condi-
tion of that country which can flourish under a
scarcity, but would sink under abundance ; which
can afford to tax one part of its citizens for the bene-
fit of another, but cannot afford to remit that taxa-
tion, to which to be bound is prosperity, and to be
free adversity. Protection is, as everybody now
knows and admits, a ,contrivance for the waste
of capital by diverting it from it from its most
profitable employment. It is a curious discovery
that a poor nation should be able to afford
this waste, and that a rich one cannot. It is
only due to Mr. Bright to say, that while avoid-
ing these unpalatable topics, he contrived to
pay a graceful, and, in the main, a just compli-
ment, to the institutions of the United States.
Mr. Bright is not satisfied with Lord Derby's pa-
rallel between the House of Lords in Eng-
land and the Senate of America, apprehend-
ing that scanty justice is done to the latter insti-
tution by placing it on the same pedestal as the
former. We have already expressed an opinion as
to the causes which prevent the House of Lords
from realisina the glowing picture of its functions
drawn by Lord Derby, but Mr. Bright will not be
content with this. For himself, he declines the
peerage, and cannot be satisfied without letting
the representative of the United States know in
what small estimation those who think with him
hold our Hereditary Chamber. Here is another
breach of good taste and good manners. No posi-
tion could be more embarrassing for a foreign Mi-
nister, anxious to preserve the dignified and impar-
tial neutrality of his position, than to hear English
politics discussed under the pretence of praising
American institutions, and, after an eloquent peer
has taken the opportunity of his presence to praise
the House of Lords, to listen a day or two after
to a vigorous Democrat refuting the arguments of
his antagonist under the pretence of a compliment
to the country he represents. The truth is, as
it appears to us, that Mr. Bright over-argues
his case when he speaks of the stability of the
American Senate as infinitely superior to that
Of the House of Lords. We may concede to
him that the American Senate will exist as
long as that federal constitution of which it is
the soul and essence, and we may also grant that it
is quite possible that a time may arrive when a
majority of the nation will participate in his own
impatience of an hereditary peerage. But these two
admissions, which are all that he asserts, by no
means decide the question of stability in favour of
the American Senate. The question still remains
—which of ethese two contingencies is the more
probable,—the abolition of the House of Peers or
the disruption of the American Union ? Both, we
trust, are far distant, but we are not without data
for calculating the relative probabilities. Inthe fever
of the Reform Bill an outcry was raised against th :
House of Peers, but it has grown fainter and fainter,
we hear of it no more, and the Peers have more
to dread from their own reMissness and inaction than
from any external violence: The Federal Union of
America, on the contrary, has frequently been in
the most imminent peril, and is at this moment
only preserved by the Fugitive Slave Law—a des-
perate expedient, which seeks to make the Aboli-
tionists of the North gaolers for the slave-owners of
the South—which raises a riot as often as it is en-
forced, and leaves behind it an indescribable feeling
of indignation and bitterness. By this frail thread
hangs the American Union, and with that Union
the American Senate. Surely there is little to be
said for its stability, even as compared with that of
the English House of Peers.
We have freely criticised the errors-of the Man-
chester banquet because we fear that repetitions of
them must ultimately deter the representatives of
America from accepting these hearty and well-meant
demonstrations of public feefing, which make so
marked a distinction between their position in this
country and that of the other representatives of
foreign States. We admire the spirit which origi-
nates these festivities, and would not check anything
which might lead to their discontinuance. We
regard America as ouisbest friend and surest ally.
Our prosperity is indissolubly bound up with hers,
and the last barrier that divides us—that of com-
mercial restriction—is about to fall, to rise no more.
We cannot show too much honour to her represen-
tatives ; but that honour is best shown by a rigid
abstinence from criticisms on American institutions,
and by not infringing the respect due to an honoured
guest by drawing him into the vortex of English
party politics.

FATAL BOAT ACCIDENT AT SOUTHAMPTON.—A sad accident happened yesterday in Southampton Water, by
ewhichho rea a
offburg brig
nheustyom-house officer lost his life. A Mecklen-
camte
e up the water yesterday morning, and an-
; i
n Mr.th the Customs
s Witt,t 0
ma
sl
tideog
sail surveyor,boat to wentbo aomff
with four boatmen
her. The wind was blowing very hard from the west-
ward at the time, After putting on board two of his men
he was returning, about half-past eight, when his boat
capsized, and he with his two men, named James and
Johns, was thrown into the water. There was no vessel
or boat very near, and they were a couple of miles from
the shore. All three officers being swimmers, they
struck out to swim and save themselves.
swimmer,jalotihmousgshwaamgtooowdards
wa thes
to his rescue, and he
exhaustion when he was laid hold of by tiie -51 the
burghers LI
jbur brig's
sunk,sinbtohaeta,lame
to whichso tf is niin ;sj..en‘dc:ol akifntri eeoi lneni
il,
ty8„..1.
burghers with a boat-hook. Mr. Witt P.
cutter's boat, which came to his
hasasei
left a wife and one
water, and swam until he was pick%dt,
a very worthy young man, and
yesterday afternoon.
child. His body was zot recovered
crrig
brig g
with great
The captain of the Meckleubnur after
he
got him on board
humanity towards Johns ;hai.eld
to recover his conscious-
his brig he soon enabled
Directly the accident was seen from
ness and strength. Dir- .- r was sent out to the reve-
;,pcsie:y.riti
jPieanrelevsevae;
The Trappists have taken
ORDER °Ff. Ls-new and yet unfinished monastery now
Lender assistance.
in the department of the Gers. It is
building for them
desert spot called Notre-Dame-du-Desert,
Southampton a medical ouice
the borders of the four departments the Gers,
e
nearly on
ain) 0
suwesi
lecdsus tiaotnendr :i' t,11,. r)irriptor.
Tarn and Garonne, Haute Garonne and Hautes Pyrenks.
The arrival of the monks made a great sensation in the
neighbourhood. The clergy assembled from many miles
round to meet them. The Trappists will finish building
the house themselves, and will pass the winter in stables
and hovels scarcely sheltered from the weather, thus ex•
hibiting an endurance of hardships and privations which
the rules of their order enjoin them to seek rather than
avoid.

THE FATAL RAILWAY ACCIDENT NEAR
OXFORD.

OXFORD, TUESDAY EVENING.—The inquiry into the
circumstances attending the late fatal catastrophe on the
London and North-Western Railway, near this city, was
resumed at half-past ten o'clock this morning, by ad-
journment from Thursday last.
Mr. F. P. Thompson, solicitor, appeared for Joseph
Kinch, the guard of the 5.30 passenger train from

Oxford.
The Coroner—We shall require evidence as to the
cause of the delay of the coal train. It has been given
in evidence that the coal train arrived 20 minutes too
late at Bletchley.
Mr. Blott—The time occupied by the coal train in
passing between Islip and Oxford was as follows :—Dec.
17th, 23 min.; 18th, 27 min.; 20th, 20 rain.; 21st, 20
rain.; 22d, 25 mm.; 23d, 25 rain.; 27th, 25 min.; 30th,
24 min.; 31st, 19 rain.; January Ist, 20 min. The
average of the whole is 23 minutes. I wish to explain
part of my previous evidence. After I got up to the
scene of the collision I returned to Ox lord, and took a
fly to procure medical assistance. In the meanwhile, I
sent my own clerk, Robinson, on with a red light to the
Oxford-road, to stop the down train, and then I followed
him myself to the Oxford-road.

John Lee, driver of the coal train, recalled : I brought
the coal train from Bletchley on Monday week. I can-
not exactly say what was the cause of the delay in start-
ing from Bletchley. I have a printed time-bill for the
coal train. It was light when we started from Bletchley.
Our orderr4 are to light the lamps at sunset. They were
all lighted at Bicester. My own lights on the engine
were lighted. Mine were a green light in front, and on
the side of the tender a white light showing a red light
behind. They were lighted at Bicester. I cannot
speak as to the break lights. I got off my engine at
the Oxford-road station.. I saw the side lights on the
tender of the first engine and my own lights. I cannot
Ay that I saw the lights on the break. I did not go in
front of the first engine, and cannot say what lights it,
had. Watts was the breaksman. When I saw the
break. -first after the accident there were no lights upon
it. I saw a coloured blue light on the left-hand side of
the break as the train was passing between the Wol-
vercot-tunnel and the spot where the accident oc-
curred. lam quite certain it was not a policeman's
light, but the light on the break. The guard has a hand-
lamp, but it was not that that I saw, because it would
hay, s been4ither a white, a red, or a green light, and the
light that I saw was a blue one. A sudden collision
will put out the lights. When we started from Bletch-
lcor we had three engines. There is a very steep incline
i;owards Winslow, and we generally have an extra en-
gine there. I was well acquainted with John Tarry,
the engine-driver. His home is at Bletchley. I live at
Bletchley also, and have done so for a twelvemonth. I
never satv Tarry " fresh." I have never known him to
be reported for any irregularity.
Richard Brooks was next called—l am employed as a
supernumerary policeman on the Great Western Rail-
way, and have been in the employ of that company for
two years. On Monday week I was stationed at the
level crossing near Sheriff's-bridge, where the two rail-
ways are close to each other. My duty was to keep
people off the line. I was sitting in my box when the
5.30 p.m. train on the London and North-Western
Railway started out of the station. I heard the beat of
the engine, and thus knew that it had started. I was
looking towards Wolvercot at the time, but as the train
approached, as I thought, very fast, I got up, and came
out of my box to look at it. I saw it coming very fast.
The engine was beating very hard at the time. After the
train bad passed, on Agghang up the North-Western line,
I saw the coal train ing in the opposite direction

from Wolvercot. I smv th; light from the fire-box, but

did not observe any lamps in—front of the engine. I
heard a whistle directly after from the coal train. I
heard none from the passenger train. I was stationed
about a quarter of a mile from where the collision took
place. I saw only the light from one engine. I ran to
the spot the momentaithe accident happened. I walked
up our line as far as the coal train reached, to see that
our rails were clear. The lamps on the break van were
burning properly at that time. There was no green
lamp on the buffer of the first coal train engine, or I
should have seen it earlier than I did, and held up my
lamp to stop the passenger train. I could have seen a
buffer light a quarter of a mile on the Wolvercot side of
the bridge. I saw the ballast engine come into the Ox-
ford Station. I have been stationed at the Sheriff's-

bridge crossipg every ;light for the last three months,
am(' have seen the 5.30 p.m. train leave Oxford, and the
coal train come in on the London and North-Wes-
tern Railway. The 5.30 p.m. train has been very
regular. The coal train has not been so regular ;
sometimes it came in before the 5.30 p.m. went out, and
sometimes after it. If I had shown a red light I believe
the London and North-Western servants would have
paid attention to my danger signal, because I should
have gone on to their line to exhibit it.
William Harvey, policeman in the service of the
London and North-Western Railway, called—My sta-
tion is between the platform shed and the swing bridge.
I can see a train leave the station, and until it gets forty
yards beyond the bridge when it is hidden by a curve
and the engine shed. I can see the trains when they
stop at the ticket platform. Every train cominr, into
Oxford must come to the ticket platform. On the
night of the accident I saw the ballast engines come
in about half-past five. It came on the down line,
and passed over the bridge towards the engine-house.
I ara sure it was not the coal train. This was before
Hayes came to my box. Pargeter, the porter, was
the first to come to me. He asked me whether the
coal train was in. I said no. He went on towards
the ticket platform, end presently returned towards the
station. I was aware that the 5.30 p.m. train had not
started at this time. I have a red signal lamp to use in
case of danger. I had that lamp with me on Monday
night trimmed and lighted. lam aware that since the'
traffic was worked on the single line only it has been usual
to detain the 5.30 p.m. train until after the coal train

had arrived. I have no instructions from the office
clerks as to the starting of trains from Islip or Oxford-
road. The only means I have of knowing of the arrival,
'of the coal train is at the ticket platform—if it does not
cross the points, the up line is clear for traffic ; and be-
tween the end of the ticket platform and Islip there
is only one light. I saw the 5.30 p.m. train start on
this evening. I knew the coal train had not arrived. I
was not aware there was any danger, because I did not
know that the coal train had left Islip. I showed my
red light, but only because the red light was up at the
bridge. I do the same to every train that passes while the
red light is on the bridge. I have been on duty where I
now am seven months. I never before knew a train start
when the red light was shown at the bridge. It is some-
times up when they want to start, but the driver whistles
before starting, and if the line is clear the green light is
turned on, an would remain until the train had passed
the bridge. The first time I saw Hayes was after the
train had passed me. He told me to turn on the red
light, and stop the train if I possibly could. The train
was going much faster than usual—faster than I ever
saw a train leave the platform before. My precise duty
is to attend to the points near where I am stationed, and
to see that all is right between the bridge and the sta-
tion. I went to the scene of the accident directly after
it had occurred.
Francis Cooper was next called—l am in the employ
of Mr. Ayton, contractor for the permanent way on
the London and North-Western Railway. On the
evening of the accident, between five and six o'clock,
I was walking between Heyfields Hut and the Port
Meadow Bridge. Just, as I got to the bottom of
the lane, near Rackham's Corner, I heard a train-
coming out of the station. I heard it coming over
the iron bridge. It was coming at a goodish rate,
and appeared to increase in speed. I caught a glance
of the lights on the train through the trees as it passed.
I turned my head to look after it, and then I saw the
coal train coming in an opposite direction. It had a
green light in front of the buffer. I stood on the foot
road when I saw this, and could see up the railway some
distance beyond the bridge. I believe the coal train was
100 yards on the Wolverekt side of the bridge when I
first saw the green light. There was a white light on
the side of the tender. Ido not remember seeing any
light to a second engine. It was too dark for me to see
whether there were two engines. Mr. Smith, foreman
to the engines at Oxford, requested me to come and give
thifi evidence on Saturday last. He asked me if I saw
the coal train, and whether I saw the lights. I told
him what I have told you now. He did not tell me that
be had been examined here as a witness himself.
The Coroner indicated a doubt as to the credibility of
the witness.

Air. Hester protested against the imputation thrown
out.

The Coroner (warmly)—As judge of
,this Court I
have a right to express an opinion, and I tell you can-
didly I do not believe him.—(Sensation).
A juror (Mr. Washer)—No more do I.
The Foreman did not see why the evidence of the
witness was to be doubted. He thought he had given
his evidence as truthfully as any other who had been
called, and he considered it only justice to say as much.
George Bates was next called—He was a policeman
in the service of the London and North-Western Rail-
way. Was on duty at the Oxford road Station on Mon-
day, the 3d of January. The coal train arrived at 5.15
p.m., and left four trucks of coal. It remained from
five to seven minutes at the Oxford-road Station.
After it had left, I was going into my hut to tele-
graph to Oxford that_ the coal train had left, when I met
Triy mate, who informed me that he had already
done so. There was a green light on the buffer plank
of the first engine when the train arrived, and also when
it left. This was an addition to white lights on the ten-
der. The break had three lights on behind. , If the
lights had not been there, I should have given notice of
the fact. It would have been my duty to do so.
At this point an adjournment took place for a couple
of hours.

On the re-assembling of the jury,
Joseph Kinch, the guard of the 5.30 passenger tram
from Oxford, was examined—l am a guard in the employ
of the London and North-Western Railway. I was
guard of the 5.30 Oxford train that left Oxford on Mon-
day week. It is my duty to give directions for the
starting of the train. The train did not start at 5.33.
It did not start in consequence of the coal train which
had left Islip not having arrived. Mr. Blott, the
station master, came to me on the station, and told
me the coal train had left Islip nearly half an hour.
Re said we could not go till the coal train arrived.
ne then went into his office without saying anything