The Sun.
London, England, 1854-08-29 00:00:00

(PER ELECTRIC TELEGRAPH.)

LIVERPOOL, Tuesday, 10.30 A.M.
Wind, N.N.W. ; moderate, and very fine.
The Melita, for Havre, has put back.
Arrived—Jessie Boyle, from St. John's, N.B. ; Theodor,
Dantzic.

Sailed—Shackamaxon, for New York ; Hants, Africa ;
Marietta (s), Smyrna; Prius Carl, Gibraltar; Hope,
Dordt ; Rosa, Rotterdam ; Tyne, Barcelona ; Lizzie
Harward, Baltimore.

(BY SUBMARINE AND EUROPEAN TELEGRAPH.)
GRAVESEND, Tuesday, 10.10 a.m.
Wind, N. ; tide, three-quarters ebb.; fine.
Arrived—Ann, from Dantzio ; Christianshab, do ; Mer-
cure, Archangel.
Sailed—Peninsular (s), for Cadiz; City of Boulogne (s),
Boulogne.

DEAL, Tuesday, 9.50 a.m.
Wind, N. • very light and havy.
Passed—Richard, from Dantzic, for Guernsey; Juno,
Frondheiw, for Bilboa; Sleipner, Eastward, for Malaga.
Anchored—Hunter, frem London, for Boston.

MR. SMITH O'BRIEN.—The following appears in
Saunders's Newsletter:—" M. William Smith O'Brien
has not yet returned to Europe, but his arrival may be
shortly expected at Brussels, where his amiable lady and
interesting family will join him. Mrs. Smith O'Brien
arrived on Friday in Dublin from Cayermoyle."
ILLNESS OF THE CHIEF BARON.—The Cork Assizes
were brought to a termination on Thursday in conse-
quence of the sudden illness of the Chief Baron Pigot,
who had been suffering from cold for some days pre-
viously. The Cork Reporter of Saturday says :—" From
inquiries made to-day at the Chief Baron's lodgings, we
are happy to understand that his lordship is better, and
that he was permitted by his medical adviser, Dr. Town-
send, to bit in the drawing-room the earlier part of this
day. His lordship's indisposition has been caused by
severe cold, which he contracted while presiding in the
county court, and not from an attack of diarrhoea, as has
been generally believed. We trust in the earlier part
of next week his health will be sufficiently restored to
enable him to undertake the fatigue of a journey to
Dublin."
BIBLICAL CRITICISM.—" George Smith, do you recol
legit the story of David and Goliah l" " Yes, sir ; David
was a tavern keeper, and Goliah was an intemperate
man." " Who told you that ?" " Nobody ; I read it ;
and it said that David fixed a sling for Goliah, and Go-
liah got slewed with it."—American Paper.
THE SCOTTISH RIGHTS MOVEMENT.—We learn that
th`e Earl of Eglinton has accepted an invitation pre-
, vented to him on Monday last by a deputation from the
Council of the Association for the Vindication of Scot-
tish Rights to dine with the members ; and the banquet
is expected to come off in the City-hall, Glasgow, on the
4th of October. —Glasgow Constitutional.
REPRESENTATION OF THE MONTROSE BURGHS.—A.
rumour was put in circulation a few days ago that our
representative, Mr. Hume, meditated a speedy retire-
ment from the representation of this and the neighbour.
ing burghs, on account of his health.—Montrose Stan-
dard.
LYCEUM THEATRE.—Last evening Mr. H. Russell
opened this theatre, for the purpose of giving thirty re-
presentations of his popular entertainments, called the
Progress of the Emigrant, in which he introduces several
of his popular compositions. The second part consisted
of selections from the "sayings and doings" of the
negro race, Thwined hi e different anecdotes were much relished,
Ina ghl pie y Satisfied.

THE LATE FATAL ACCIDENT AT THE
I CROYDON STATION.

ADJOURNED INQUEST.

The jury re-assern h'ed yesterday morning at 10 o'clock,
at the Town-hall, Southwark, to continue the inquiry
into the circumstances connected with the death of the
Rev. William Macbean Willis.
Mr. Barrow, barrister-at-law, attended on behalf of
the relatives and friends of the deceased. Mr. Faithful!,
solicitor, represented the Brighton Company, and Mr.
Everest appeared for the driver and stoker of that com-
pany. Mr. Clarkson, barrister-at-law, attended to watch
I the proceedings on the part of the South-Eastern Com-
pany ; and Mr. Rawlings and Mr. Burgon on behalf of
the driver and stoker of that company.
Captain Tyler (Government inspector of railways) was
again present to watch the proceedings on the part of the
Government.
John Haynes deposed—l reside at Folkestone, and
am tide-surveyor in the Customs. I was a passenger in
the second portion of the train from Ashford—about
four carriages from the last. I commenced timing the
train at the 14th mile board, the first board on the Lon-
don side of Stoat's-nest. The first mile was performed
in one minute and a quarter, the second mile in s one
minute, the third mile scarcely a minute. The mile
board is half a mile from the Croydon station. Ido not
think the train slackened speed until it was entering the
station, and then it klid, but it was a very trifling slack-
ening. The train entered the station as fast as it could
go almost. It had not slackened much at the time the
collision took place.
By Captain Tyler—My watch had a second hand.
By Mr. Rawlings—l got into the train at the Folke-
stone station. We were detained at Ashford for a long
time. Up to the time I took out my watch there was
no reason to complain of the speed. I believe there is a
descending gradient from Stoat's-nest to Croydon.
Stephen Walters said—Very soon after passing Stoat's-
nest station I found the train was going very fast, much
faster than I had been accustomed to travel. I thought
we were going at forty or fifty miles an hour, at the
least, and I was alarmed at the pace. On passing the
station-house, I noticed that we passed at a very great
rate. We did not pass the station-house so quickly as
we had been running just before, but my impression is
that we were not very much reduced in speed.
By Mr. Rawlings : I had travelled in an excursion
train a fortnight before. I believe excursion trains usu-
ally run at about 20 or 25 miles an hour.
W. Parker deposed : I am station-master at Croydon.
I was sitting down at dinner when I heard a sharp, whis-
tle. That was about a minute or two before one o clock.
By Mr. Barrow : The South-Eastern Company have
nothing to do with the Croydon station. When lam
absent the head porter takes charge of the station. His
name is John Deacon.

By Mr. Clarkson—The telegraph is used for registering
messages, but not used for railway purposes. If I ha i
known the train was coming I should not have left the
platform. If I bad known the contents of the tele-
graphic message from Stoat's-nest, I should have exer-
cised my judgment. I should not have turned the
dibtance signal to danger, because I consider the other
signal sufficient.

Henry Chapman deposed—l am fourteen years of
ago. I act as telegraph clerk at Stoat's-nest station.
I produce the book in which the entries are made.
On Monday, the 21st of August, there is an entry
relating to an excursion train from Dover. It is a
signal from Merstham at 11.56, and shows that it arrived
at Stoat's-nest at 12.2. That is the first train. The
entry of the second train is, left Merstham at 12.47,
left Stoat's•nest at 12.54. These telegraphs were
both sent on to Croydon. The first was signalled
on to Croydon at 12.2. There was an answer back
at 12.7, signalling the train in. I had received the un-
derstand signal before that. I signalled the second train
on to Croydon at 12.54, and got the understand signal
back.
Thomas Steadman deposed—I recollect the ballast
engine taking in water on the line. The signal at the
Addiscombe-bridge-road was up at the time. The north
signal was up also. The driver had received the signal
to take in water. Whilst doing so we heard the train
coming. I told the driver to move, and he did so
directly he could put the steam on.
By Mr. Faithfull—The semaphore signal is a sufficient
protection for any train within the station. A Dover
train was stopped by that signal on Saturday.
James Chinnar deposed—l am a signal-man at the
Addiscombe-bridge signal. The danger signal was up
at the Addiscombe point. The distance signal was off.
On seeing the train, I rang my bell to give notice at the
north end of the station that . the train was coming.
When the train passed me it was goinr at 35 miles an
hour. I cannot say whether the engine man was slack-
ening or attempting to stop. I think the train was
going at 40 miles an hour when it passed the distance
signal.

-The Coroner here inquired of the professional gentle-
men what course they proposed to pursue.
Mr. Barrow said the parties for whom he appeared
were desirous that the matter should be thoroughly in-
vestigated ; and they considered that one of the causes
of the accident was the dividing of the train, and send-
ing the half of it on unexpectedly. He should like to
put some questions to the authorities of the South-Eas-
tern Company for the purpose of ascertaining by whose
direction that division took place, and generally how it
happened that a train was sent from any station down
the line so large that the only chance of its arriving at
its destination was by dividing it.
The Coroner—Do you propose that I should call wit-
nesses for you to examine ?—Mr. Barrow : Yes, I should
like to have the opportunity of putting some questions
to Capt. Barlow or Mr. Brown.
Atter a short adjournment,
Mr. Barrow said he wished now to ask Capt. Barlow
a few questions.

The witness having been sworn, deposed —I am gene-
ral manager of the South-Eastern line. The arrange-
ments for the excursion train came under my supervi-
sion. The tickets were to be issued in the course of the
preceding week by the different station clerks along the
line. It was to take passengers up the line as far as the
Tunbridge station. I don't know that any returns had
been made as to the number of tickets that had been
issued. Mr. Brown, I presume, gave directions as to the
number of carriages. I did not contemplate the sending
off of so many as fifty carriages. Brown was sent to take
the management of the train. My impression is that it
ought to have been divided. I should not like to see
more than 30 carriages in a train. Orders were given
for one train only. The telegraph was brought into ope-
ration to give notice of the approach of the train. The
orders for the excursion train were given in writing.
By Capt. Tyler—Every portion of our line is worked
by the electric telegraph. Our arrangements are that no
train is to be allowed to leave a station until a signal has
been received from the one in succession that the station
is clear. All trains are telegraphed from one station to
another. That system is found to answer perfectly.
Our servants are supplied with the regulations of both
companies. I believe there is a material difference in
some parts of the regulations.
By Mr. Rawlings—The distance signal is a signal
to repeat the condition of the signals at the station ;
that is to say, that if the signals at the station are
at danger, the distance signal should also be at
danger. After passing the distance signal, the
driver ought to look to the station signal. I should
call this an extra train. Our rule is that if an extra
train is to be sent up the line, a red board is to be placed
on the train. It is not usual to place a red board on
on any intermediate trains. One of our station-masters
on receiving notice of an extra train would give notice
to the switchman. In one of our stations a telegraphic
notice would be communicated to the switchman. I
can't tell what may be done by the Brighton Company
at the Croydon station. Every precaution was taken to
insure the safety of the train.
By Mr. Barrow—l don't think any engine driver
would approach the Croydon station at sixty miles an
hour.

By Mr. Rawlings—The express trains come into the
station at 48 miles an hour.

By Mr. Barrow—The 24th rule does not apply to
special trains, but to those which stop at stations. It
provides that the engines must approach all stations
cautiously, and so as to be able to stop if required, and
without the assistance of the guard's break.
By the Coroner—At 40 miles an hour a train could be
pulled up in 933 yards, supposing the rails to be in good
order and the breaks to act.

By Captain Tyler—That is not with the engine re-
versed. At 35 miles an hour the train would be pulled
up in 729 yards ,• at 30 miles an hour, in 546 yards.
By Mr. Faithfull—The 24th rule applies to all trains
stopping at a station. If the driver had seen the sema-
phore signal when it first became visible, he might have
pulled up the train in time. I saw it on Saturday when
on foot at a distance of 1,000 yards, but it was some-
times rendered indistinct by the shining of the sun on
Norwood-hill.
exhibited, B By
Mr.
"
I Clarksondo
not -Ift
h tthhee ad ci ecti ad
ne
ne et
signal
could had b
h have eenhap-
pened. The placing that signal all right, and the station
signals all wrong, is the greatest injustice that can be
done to a driver.
By the Jury—l cannot say how long Simpson has
been driving on the line, but the superintendent says he
has been so employed for six years.
George W. Brown deposed—l am superintendent of
the South-Eastern Railway. The arrangements for the
excursion train passed through my hand. On the Mon-
day morning after the train left Dover, I got a return by
telegraph of the number of passengers from that station.
It is impracticable in the case of excursion trains to
limit the number of passengers. If we have thirty car-
riages filled at Dover, I think we ought not to carry any
more by that train.
By Mr. Rawlings—l agree with Captain Barlow as
to the construction which he has put uponthe 24th rule.
I have made a preliminary inspection of the signals. I
think, if properly worked, the signals at the Croydon
station are efficient. I do not think the south semaphore
very efficient. On Saturday I could see the signal post
350 yards before I could distinctly recognise the signals,
which I found at danger. I sighted the post 1,100 yards
from it. I sighted the signal at a distance of between
700 and 800 yards. The object of an auxiliary signal is
to direct the special attention of the driver to the next
signal. I think if the distance signal had been exhibited
on this occasion, it would have been sufficient to have
enabled the driver to pull up. The ordinary speed of an
excursion train is about forty miles an hour. I should
say it is subversive of good management to allow a bal-
last engine to remain on the main line when an excur-
sion train is expected, without proper signals. In my
opinion the distance signal ought to have been up.
By Mr. Clarkson—The handle of the semaphore signal
is five or six yards from that of the distance signal,
and the switchman might have set it in time if h e had
seen the train 300 yards before it reached the distance
signal.
tele-
graph. F
.M.weaigthavfue
Il—l've
notice workto theour Brilineobtoynelstrivicpttenl;

stating that a special train would pass the Croidonsta-
srt let oacntei
inavgte :a :a;
ghaer.
amtpr.ha,
iiacnn
nhd
aordt
iectbeuereninnadtLi
vn2edOdo.p .m. We did not
nWfreomteleAgsrhfapreld.
to Pluckley and every station in succession, but did not
telegraph right through. I consider it quite sufficient
to attach a red board to the first portion of a train,
without attaching one to any intermediate trains. If I
had seen a red board attached to each of four trains,
should have supposed there were four moretrains coming.
I have known special trains to follow three hours after
the notice signified by the red board. The time for the
excursion train to be at the Crystal Palace was twelve.
It was half-past twelve when the second pertion of the
train reached Redhill. Drivers are not in the habit of
making up time on the South-Eastern line.
Mr. Burgon said, after the additional evidence which
had been adduced, he did not think it necessary to call
any witnesses on the part of his client.
The Coroner then read over the evidence, and after-
wards briefly addressed the jury, pointing out the ma-
terial points for their consideration. The main ques-
tion was the immediate cause of death, and whether any
person was responsible for that death ; the remote cause
depended on the directors and other persons not present,
and could not be the subject of criminal prosecution.
The question was entirely in the hands of the jury, and
it was for them to say whether the driver or any other
party was responsible for the fatal occurrence.
dicTt,heajnudryabreotuitreadu ahtohuarlf -apastwfoarndrstotheoefnosreidmaer tnheneirtevreera-
the court and inquired if it was necessary that they
should be unanimous. The Coroner replied that the ver-
dict of twelve would be sufficient. The foreman again
retired, and a further consultation took place amongst
the jury.

At
half-past six the Coroner requested their presence
in court, and on their arrival,
The Foreman said—We are sorry we have not yet
been able to come to a decision, but there is a difference
of opinion among us as to the weight of evidence.
The Coroner--If there is a strong majority in favour
of sending the case before the pubhc I think it would be
better to do so.
The jury again retired, and returned into court a few
minutes before seven, when
The Foreman said—The jury have agreed to a verdict
of manslaughter against the engine-driver, but they
_do
think that the signals at the Croydon station are .con-
tradictory, and likely to mislead ;
and they give it as
their opinion also, that no train ought to run on any line
without previous notice having been given to all the
stations through.
A verdict of manslaughter against Robert Simpson
was then recorded, and the witnesses were bound over
to appear and give evidence.