The Sun.
London, England, 1847-06-14 00:00:00

their gratitude by contributing a mite to a national tes-
timonial for Thomas Gray. A public meeting was
lately held in the city of Exeter, and an executive com-
mittee formed tor the purpose. who are now in commu-
nication with the friends of the cause tnroughout the
counri y. Leeds, Nottingham, and Lincoln have joined
in this grateful movement, and we hope ere long to be
able to announce that on almost every railway in the
kingdom an opportunity will be afforded to the tra-
veller, while breathing from the wind-like speed with
which he has been carried from place to place, to add a
little to the reward of the designer of all.

for the transfer of the engines and waegons from the I
main line to the branches, and vice versa, by a series of
circular turning plates, much the same as those which
we see now in use for turning carriages at the stations,
with this difference, that each plate embraces a complete
set of rails, that is there is a plate for the up and d wn
rails respectively.
We cannot follow Mr. Graythroughptihe whole
arguments of his remarkable glance
now.
The practical economy of steam
at some of them may interest the reader eve
power
hehneld to
our mining districts, in our manufactories,
eld.
be then so fully proved by its universal adoptionnd on
i ni
board our packets, as to afford demonstrative
which
might
deuce of the numerous but unforeseen advantages
might daily be derived from its applicationgeneral
to our inland conveyance. By the establishment
of a general iron railway in a direct line, he argued that
the distance between the capital and the manuf
districts and principal cities might be reduced one quarter
and in many cases one third, instead of the ridiculously
winding course the stage and mail coaches then dail
ran. The permanent prosperity which would arise to
commerce from this rapid communication would soon,
he added, be felt in every corner of the Limited Kingdom.
The mails from London to Manchester, Liverpool, and
Leeds, might be conveyed within the space of twelve
hours ; the ordinary stage coaches, caravans, and vehi-
cles for the conveyance of every description of merchan-
dise might also be transported on the same improved
principle. The farmer would likewise greatly partici-
pate in this national improvement. The laud then
required to produce food tor his horses might be culti-
vated for other purposes far more profitable ; the vari-
ous products of the farm, as well as live stock of every
description might be conveyed to any market, and
manure brought back, without employing a single
horse, in one half the time and at one half
the expense incurred. The introduction of fresh fish
throughout the interior of the kingdom would open a
source of trade to numerous individuals, and very essen-
tially contribute to the improvement of our fisheries, as
well as to the establishment of new ones. As a per-
manently improving source of revenue to capitalists,
this plan would have no parallel ; the diurnal re•urns at
the most moderate toll upon each vehicle, would annually
produce many millions ; " indeed," he observes, " no
limits can be assigned to the increase of wealth which
this change ie our inland conveyance might produce ;
there is no branch of agriculture, no branch of com-
merce or of arts, but would partake of its endless pros
perity. In support of this statement it is merely neces-
sary to remark, that one steam-engine, on an improved
railway, would draw from London to Edinburgh three
stage coaches (each carrying twice the luggage and
number of passengers of ordinary stages) in thirty
hours, which now require 300 horses, aad at least fifty
hours time for the performance of the journey. If a
public meeting were convened by the wealthy merchants
and capitalists of the metro pull*, in order to canvass
the relative properties of this scheme, the example
would smelt be followed in the manufacturing
districts and principal cities, and the many
millions, now annually squandered away in purchasing
and feeding unnecessary horees, might be divided by
ttle holders of shares in the numerous branch comparne?
which would be established throughout the Unite.
Kingdom." This is but a fraction of the comprehensive
at gument advanced in support sr!' the plan.
Inc' perseverance and energy displayed by Mr. Graf
in the promulgation of his views were not less re-
markable than for their deep foresight and accu
racy. The work to which we have above alluded.
and which, by the bye, went through five large
editions, and was translated and extensively circu-
lated on the Continent, was only a very small por-
tion of his labours. Justice can hardly be done to
his energy by our necessarily brief recapitulation
of his correspondence and unceasing communications
with public men, governments, and corporations on
the subject. We can here only state that he earnestly
memorialised the King of the Netherlands, Count Dupin,
of Paris, and our own Government annually, from th,
time that his views were matured up to this present day.
Parliament also he besought with earnest voice to lend
an ear to his pleadings for the public good. In 1826
he addressed the legislature in a petition, embracing a
series of powerful reasons to induce a Committee
of the House of Commons to recommend the establish-
ment of a national railway board in London, with
an annual grant to be drawn from each rail-
way company, fair the purpose of fixing upon a site of
ground of several miles of extent, for making experi-
ments on rails and locomotive engines. In his innu-
merable petitions to Government he pointed out the
probability of liquidating the national debt by means
of a national railway system, constructed on sound
scientific principles. It seems strange even to look
back on the cold way in which shrewd practical men,
ministers, legislators, and commercialists, treated what
they were pleased to call his " visionary" views ; but
the red-tapeism of office is ever slow in the appreciation
of merit. How beautifully has Sir Robert Peel de-
scribed the mission of that powerful but simple instru
meat which Gray, by his appeals and unwearied exer-
tions, roused the public mind to appreciate and establish.
" The steam-engine and the railway," exclaimed the
ex-Premier, in his splendid inaugural address to th;
University of Glasgow in 1836, " are not merely facili
tating the transport of merchandise—they are no,:
merely shortening the duration of journeys, or ad-
ministering to the supply of physical wants—they
are spreading the intercourse between mind and
mind, they are creating new demands for knowledge—
they are fertilising the intellectual as well as the mate-
rial waste—they are removing the impediments which
obscurity, or remoteness, or poverty, may have hereto-
fore opposed to the encouraging of real merit." Four,
teen years before he heard unheeded the prophetic voice
of Gray, who told him that these great things might be
brought te pass. As yet the claim has been unacknow
!edged, though the late lamented Sir William Follett
told Mr. Gray that he had laid the case before the Trea-
sury Board, where, he said, our railway pioneer was
well known. Had the great lawyer lived a little longer
there can be little doubt that the Government would ere
this have recognised his claims to some national reward.
We must confess that we have no great faith in Govern•
went gratitude for high intellectual achievements. A
glance at our pension list is conclusive on the point. A
more worthy recipient of a nation's bounty could not be
found than Thomas Gray. But we look for national
gratitude its a more popular shape.
We are, however, bringing our compressed summary
of these large and important events in our commercial
history to a rather premature conclusion. The ques-
tion has no doubt arisen in the mind of many an hitch
lig. nt reader to whom these facts are new,
e How comes it that so much mystery should
• xist with regard to a system the origin of
which is but of yesterday. All the world knows that
the railway from Liverpool to Manchester was th. firer
public line opened in this country. All ti e world
knows that the railway veteran George Stephenson, thy
great improver of the locomotive, in part projected, and
in whole executed, that important work. Hence, oh il-
logical reasoning from premise the accurate—George
Stephenson constructed the first public railway—Argol
conclusion most illegitimate—George Stephenson de-
signed the railway system f One withered leaf in the
laurels of Stephenson must ever taint their freshness—
that amidst the plaudits of popularity he has faile-1 to
acknowledge the claims of a far earlier labourer in the
same field. The Liverpool and Manchester Railway
Company was sanctioned by Parliament on the sth of
May, 1826. It was opened on the 15th of September,
1830. We have seen how many years ere that event
took place, Mr. Gray had devoted his life to the incul-
cation of his theory. Thomas Gray shaped and syste-
matised the system and enforced it on public atten-
tion ; George Stephenson gave it practical develope-
ment. The theorist lives unrewarded, unhonoured—
poor and obscure ; the practical man enjoys wealth, and
name, and fame. If sneers and doubts and suspicions
were common when Stephenson contended for the prac
ticability of a public railway in 1826, how much greater
must have been the difficulties which "mad " Gray—for
so " enlightened " minds were pleased to term him—had
to encounter in preparing the public for the change, and
in inducing the more enlightened minds to risk the great
experiment. That he did work this revolution in feel•
ing will be amply apparent to any reflecting man who
takes the trouble to examine into the history of the rail-
way. Strange it is that " railway men " who have
amassed princely fortunes by this invention, are the
dullest to the claims of the founder, in his poor and un-
honoured old age. It cannot be that claims so un-
answerable on the gratitude of the railway world
are denied. No, we will rather suppose that, en-
grossed in the pursuit of wealth or immersed in the
toils of business, railway men have found no time to
inquire who really discovered this rich unfathomable
mine of national wealth. For the public at large
the plea of ignorance must stand as the apology for
their neglect ; or it may be with some that the hand of
time has not cast that venerable hue on the structure to
excite their feelings of veneration for its magnificence.
They may not be able yet to join in the aspirations of
the strain of a true p et of progress.
" Blessings on science, and her handmaid steam!
They mike Utopia only half a dream;
And show the fervent of capacious souls,
Who watch the ball of progress as it rolls,
That all as vet completed, or begun,
Is but the dawning that precedes the sun."
Unquestionably the pioneer of the railway system shall
yet take his place in the roll of the spirit of the age!
Personally, perhaps, Mr. Gray may feel little desire at
his advanced period of life to acquire the mere •' bauble
fame ;" but it cannot be that he is equally regardless of
those more solid advantages of pecuniary remuneration
which ought over to be the reward of talent and indus•ry,
especially when applied in a manner en eminently prac-
ti oil, a- we have, we think, proved Mr. Gray to have
done. This is simply rendering justice to the rights of
labour. But we will go a step further, and urge on the
public the necessity, in these days of competition with
foreign rivals, of being especially care'ul to insure to
every great inventor, of whatever kind, not only the just
profit, but the equally just honour due to his successful
efforts.
A few words by way of sequel to our sketch, the
ttr e
!vaileiaolanp of the be
response to which we hope may show to be in truth it
licationofsttyea
the subject.
ofubj his lifeect.Nl
and theGray,r.ai
after
practical
e l'most
lavish expenditure of his means in the promotion of his
views for the publicem good, is left in old age to exist on
the His pfrreLardisouasnd
admirersnurnents of an ill-r. quited agency.
golden accompanimentswait
tr
nsf aoot nfbe)h,n
irss.
eurtshe
eiftehglerlraafntritodthurebto)rfi
Englisho theu s
ts anxious that some of the
which yet await him
should cheer the latter -
life, are determined to w 3
Govern-
ment interference or railway,,nreeecotg,nition of his claims,
but to appeal loudly and at
public. And, we think, they are right.
mind is sometimes slow to receive new fa'
ever noble and generous when convinced tras; tittle!:
have surely contributed to the general good. Every
man, woman, and child at some period or other has ex-
perienced directly, in wondering admiration, the bene-
fits of the railway ; indirectly this is every day and
hour brought home to their feelings. Let them testify

the rear, to prevent approaching trains, he left one con-
stable at the bridge signal. and walked up the line.
About eighty yards in the rear of the train ho found
Fossey. His signal lamp showed a white light
at this time. Witness said to him " Good God,
Fossey, what could have induced you to turn the
train into the siding ?" He did not reply for an
instant. Witness turned the light on his face, and he then
said, '• I don't know ;my watch deceived tue." Witness
said, " What do you mean?" He replied, "She is twelve
minutes before the mail" (alluding to his watch, as wit-
ness believed). Witness said, " Where is your watch?"
He said, "In my pocket.„ Witness desired him to de-
liver it up to him, which he did. Witness then said,
" Now, Fos- ey. you must con! and added, " Are there
consider yourself in my cus-
tody."any iHe Very well,"
lost?" Witness said, I don't know, I hope
not " He said, " Well, if no lives are lost, you may
transport me as soon as you . n ; send we out of the
country at once, for that is just what I want." 'Witness
said,
itness asked him whether, after "Whateverthe your faeli tgs are, lossey, keep them
to yourself."
train had passed on to the siding, he had si.own any
signal to the guard? He said, " No, it would have been
of no use." Witness then walked down the cutting with
him towards the station, and just after passing the set-m-
-ot the accident, he said, " Ithought it was a pitch train,
for the lights deceived me.„" %V !taes knew that could
not be the cage, and said, That is second thoughts."
Fossey made no reply. Witness then gave him into
ofhbar. Witness then
aeteh,and found a variation of about tour
station cluck police-constable klailiwith which he compared
cwFu,e,snststte) dyty ,
,o t
s
w minutes from the station time. It was then a quarter
past eleven o'clock by the station clock, and
eleven minutes past
.by the watch.
leaving his post
Witness suhse-
'r°
he well under-
stood assisted CO bring the mail. train into the station.
Monday pt evious he
and render assistance to the injured parties. Fo-sey
afterhad
thehaccident.
ou i
y t
gh. the
eWitness, reda
y.signal
o.
considered
t bhve t
had committed a mistake while. on duty at the same post
by turning a Liverpool excursion train into the siding.
The siding was then clear of waggons, and the mistake
having been observed by the man on duty at the second
points, he turned the train out. on tho main line again.
It was then daylight. Mr. Bedford, one of our superin-
tendents, was in this train, and when it arrived at the
station, he desired witness to go back immediately, and
learn what excuse Fossey had to make for turning the
train into the siding. On reaching the signal post, wit-
ness asked him how he Caine to turn the train into the
siding, and he replied that he had tut gotten the excur-
sion train. Witness asked him whether he had not got
his written instructions on the subject? He said he had,
but had forgotten them. He then went to his hut, and
handed them to witness who remarked to him, " the
chanc, s are you will be reported." He said he was very
• sorry. Witness then left him, acid subsequently in-
formed Mr. Bedford of what he had stated. Witness
subsequently, by Mr. Bedford's direction, reported him
for the neglect, and on an investigation he was ordered
to be fined a shilling and severely cautioned. Notwith
standing this occurrence witness still considered that
Fosses knew his duty. On the night of the accident no
luggage train was expected. Witness never knew a
luggage train to arrive within three-quarters of an hour
of the arrival of the msil train.

THE LATE MELANCHOLY ACCI-
DENT ON THE LONDON AND NORTH-
WESTERN RAILWAY.
ADJOURNED CORONER'S INQUEST.
____ _ -- .... . •

WOLVERTON, FRIDAY NIGHT.—This morning, at nine
o'clock, Mr. J. W. Cowley, coroner for Buckingham:
shire, and the jury empanelled on Monday last, to in-
quire into the circumstances attending the late melan-
choly accident near the Wolverton station, re assembled
in the boys' school-room, a large building in the vicinity
of the station, for the purpose of proceeding with the in-
vestigation.
The inquiry excited the greatest possible interest, and
the school-room was crowded with the most respectable
inhabitants of the district.

Captain Simmons (of the Royal Engineers) attended
to watch the case on behalf of the Board of Trade,
and among the officials of the company present, we ob-
served Captain Hoist), general manager; Mr. H. P.
Bru)eres, superintendent; and Mr. J. E. M'Cunnell,
,un.rintendent of the locomotive department of the
railway.
Mr. F. L. Barnwell, of the firm of Messrs. Parker and
Co., solicitors to the company, was also present.
Mr. Joseph Payne (of the Old Bailey bar) attended to
watch the case on behalf of the relatives of Mr. Miller,
one of the deceased parties.
The jury having answered their names, police-con-
stable Fossey was led into the room in custody, upon
which

A plan of the vicinity of the station, showing an ac-
curate representation of the carriages as they appeared
immediately after the accident was put in.
After some preliminary remarks the investigation was
commenced with the examination of _ _ .

William Manners, who deposes as follows--I reside
at. No. 4. Ferdinand-street, Hampstead-road, and am an
engine-driver in the service of the North-Western Rail-
way Company. I have been in the company's employ
between two and three years. On Saturday, the sth
inst., I drove the engine No. 153, attached to the Liver •
pool night mail train, which ought to leave the Euston-
quare station at 45 minutes past eight. It was about
54 minutes past eight when we left on the night in queb-
tion. Our train consisted of nineteen carriages, va-
riously composed of luggage vans and first and second
class carriages. On the night of the accident we called
at the Watford and Tring stAtions before arriving at
'Wolverton. At Tring we were three or four minutes
behind our proper time. The lamps were put on my
engine properly before leaving the Eusteu station.
There were three lamps altogether—one white lamp on
the buffer, one on the tender, showing a white light
forward and a red light backward.
The Foreman said he saw by Regulation No. 2 that
:he buffer lamps ought to be capable of showing three
colours—white, red, and green.
l'ne witness said that was so, but the lamp on the
buffer of his engine on the night in question wile out of
repair, and could not be made to show either a red or
green surface.
CORONER—You say the lamp was out of repair on
the night in question. Let me ask you do they keep
alight gs:nerally pretty well ? Witness—They some-
times go out. The buffer lamp, however, much less fre-
quently than the others.
Examination resumed—On the night in question all
went well until we arrived at Wolverton. The night was
very dark and wet, but I saw the white signal a quarter
..f a mile before arriving at the bridge where the acci-
dent occurred. I had slackened speed about a mile be-
fore arriving at the bridge.
A reference to the plans was here made, and a long
discussion ensued between the coroner and jury, at the
close of which—
The witness continued—l opened the whistle and
shut the steam off about two hundred and forty yards
before arriving at the bridge, when I saw the policeman'?
green hand signal, and immediately put the breaks both
on the tender and the engine. The white light was on
the signal post at this time, signifying that all was right
ahead.
The witness exhibiting some doubt as to the nature of
:he breaks upon his engine, the Coroner express, d his
surprise at the want of knowledge, whereupon the wit-
ness remarked that he had never driven the engine in
question before, and was, therefore, not acquainted with
its peculiaritiea.
In reply to a juror, the witness said he had never
driven a mail train before. Ho had driven passenger
trains, but he could not say how many times he had
done so during the last six weeks or a month. He first
heard that he was to drive the mail train at six o'clock
on the Saturday night. The engine was dare; ently
constructed from that which he had before driven; it
had outside cylinders instead of inside.
CORONER—Did you know you were going into the
siding instantly? Witness—Yes, the jerk nearly threw
me off the engine.
CORONER—Were you prepared, before you felt the
jerk, to do all in your power to stop tho train? Wit-
ness—Except reversing the engine; that I did within a
very few yards after crossing the points—as soon, in
fact, as I had recovered myself from the shy ck caused
by the engine crossing the points. 'Lie distance from
the points to the spot where the collision took place is,
I believe, 547 yards. My engine was reversed before I
had traversed twenty yards of this distance.
CORONER—Then there was no means of stopping the
train beyond those used? Witness—No. We were
travelling about thirty miles an hour before I shut the
steam off, and the rails being wet, there was unusual
difficulty in stopping the train.
CORONER—Did you communicate with the guards ?
Witness—Yes; my whistle being open and my steam off
seas a signal for them to apply the breaks.
CORONER—When did you first see the coal waggons ?
Witness—Not until I got close upon them I first saw
them by the reflection of my buffer lamp.
CORONER—Are we to understand that had the two
points been left alone you would have gone on right to
.he station? Witness—We should
CORONER—When the collision occurred, did you jump
off the engine? Witness—No; but the stoker and my-
;elf retained our places.
CORONER—Can s ou tell us what injury occurred when
the collision took place? • Witness—The buffer beam of
the engine was broken off at both ends, and the third
second-class carriage was broken up.
CORONER—Did you ever have an accident occur to a
train under your control before? Witness—Never.
Edward Bradbury, fireman to the last witness on the
night of the accident, deposed to having acted as stoker
in the service of the North-Western Company for two
years past. He had_ never acted as stoker to the last
witneSS before the night in question. Manners shut off
the steam and put on the whistle just before arriving at
the bridge, and witness then put on the breaks. Wit-
ness saw the white light on the signal post, and also the
gre-n hand signal when the engine arrived close to the
points. After the engine entered the siding the driver
reversed the engine, and both himself and witness did
all in their power to stop the train. The witness hero
described the effect of the collision; but his evidence on
this point differed in no particular from that of the last
witness.tsheve John
nN;,e\raVtrhisl-
lifaivan med s
t,eiiCoop,rnne eicnr
oo
nr,at
iplas: chiefCompany—Had
—gn udiairacddh
chief
en
been
egthunott
guard
is
uebraevr
between
ice
eoo
trf,
four and five years. Witness belonged to the Birming-
ham division, and took his turn in working the mail
train. Left Euston station in charge of this train on
Saturday the sth, at a few minutes after the stated time
for departure. The train consisted of two parcel vans,
four second class, five first class carriages, one mail, one
post-effice, two post-office tenders, three parcels vans,
and a guard's break-van; making in all nineteen car-
riages. Witness examined the train before starting, and
6)und it all right. There were three red lights in the
rear of the train, and one on the near side the post office
showing a white light to the rear of the train. Could not
swear as to the lights on the engine and tender, as it
was not part of his duty to look atter them. The train
left Euston-square at 8 55 P.X , arrived at Watford
9 23 P.M., and Tring at ten o'clock, which was seven
minutes behind time. First discovered a white light

By a juror—Fossey was not aware that he had been
ordered to be fined and cautioned, as the result of the in-
vestigation into his first error.
CoRONER— When did you receive this order ? Wit-
ness—On Friday.
ConostF.a— Do you consider you did your duty in with-
holding the caution and knowlaige of the fine from Fos-
sey ? Witness—When a man is fined, we generally stop
it from his week's pay.
CORoNEn—What is this man's weekly pay? Witness
—Eighteen shillings prr weeek. The men are paid on
Friday mid-day.
Mr. J. M'Connell examined—l am superintendent of
the locomotive department of the southern division of
the London and North-Western Railway. My duty is
to superintend the general management of the locomotive
department, including the workiog of the engines. The
engine to which the accident occurred is constructed on
Mr. Stephenson's patent. The breaks are very easily
appied to this description of engine and tender, the
lateak being effected by two or three turns of the
handle. I have examined the breaks of the tender
silica the accident, and find them in perfect order. We
have no greater commai:d of the engine than to apply
the whole of the breaks on the tender and reverse the
engine. The mode of communication between the guards
and the engine-driver is by shutting off the steam and
opening the whistle. This is well understood. Various
inventions have been suggested to. enable guards to coca.
municate with the engine-driver; but some practical
difficulty has arisen in all. The application of the break
is the best mode of communication I know of at present.
In fine weather it is infallible, though, when the rails are
wet, it is not so secure. I do not think it would be sate
to stop a train travelling at a speed of twenty-five miles
an hour in a space of fifty yards, even it it were possible.
Mr. M•Connell was further examined at great length,
but his evidence was chiefly confined to a detail of the
various means adopted to avoid accidents generally, and
did not bear particularly on the case before the jury. At
the close of his evidence Mr. M'Connell begged per-
mission to call the attention ~t the jury to the remark-
able courage displayed by the engine-driver and stoker
of the train to swhi-li the accident occurred in retaining
their positions on the engine even after they Lutist have
seen that a collision was inevitable.

The jury unanimously expressed their high sense of
the courage displayed by the individuals alluded to.
Mr. Bruyeres was here called. anti in explanation 4,1
the one shilling fine inflicted on F.,ssey, said that a few
days previous to the late sceidenz. Fossey hat turned an
excursion train into the same siting. The circumstance
was reporte $, but it being the first offence of which he
had been guilt), and his previous character being very
good, on the recommendation of Mr. Bedford, who was
in the train, it was determined to reprimand him. How
ever, as a record that he had been reported, in case of a
second report, a nominal fine was inflicted. Had the
train been a regular passenger train a different course
would have beeu pursued; but it was not unusual, when
regular trains waserethciosmaiug, if
appeared
dn
teoxtdtuor,sitn came
ainds ignsinwactrae
winaaidkeinbgyptahcee'driver, to turn them on to the sidings. It
w therefor' considered that Fossey might have made
a mistake. lie was not aware until he heard it that day
that the reprimand had not been communicated to
Fissey, and he should certainly report this fact to the
committee at their first meeting. Mr. Bruyeres here
gave a lengthened description of various modes of com-
munication between the guards and drivers of train,,
but nothing bearing on the present case came out. He
agreed with with Mr. Al•Connell, that the application of
the break by the guard was the beat method at present
known.
After come further procei-dinga of an unimportant
character the inquiry was, at half-past seven o'clock,
adj,usned until luesday next.
The bodies of the unfortunate deceased parties have
all been removed by their respective friends for inter-
ment.
Mr. Turner remains under the care of Mrs. Hibbert,
and attended by his wife, at the Wolverton station. He
is improving daily.

THE TRIPLE MURDER AT
MIRFIELI).
CO 'AMU' rAL OF THE ACCUSED.

Fatnav —Yesterday morning, at eleven
o'clock, the inquest on the bodies of Mr. James Wraith,
Mrs. Wraith, an.l Caroline Ellis, their servant, who were
tsittzedvialltagt,h,e
bWe'feot.rleeyanmr.MeGth.ociDis.t sßeahrekaedr-
so barbarously murdered on the l2th of May, was re-
.rooideputyn, a
coroner. The evidence adduced was in a great measure
the same as that given before the magistrates at the
Dewsbury court-house on Saturday. Michael M‘Ctib,
and Patrick Reid, the two men in custody charged with
the murders, were not present.
Mr. Richard Green, superint,ndent of the Dewsbury
police, produced the razor found on the body of Mr.
Wraith, a carving knite fouud in the same room, and a
kitchen fire poker, all of which were marked with blood.
He also produced the soldering iron found at the bottom
of Mr. Wraith's well. Both the poker and soldering
iron appeared to have been bend ,d by force of blows
against some hard substance. Mr. Green then stated
that on Friday morning last week he firs, saw Thomas
Kilts, of Daw-green, and asked him if he knew any-
thing about a soldering iron. He said he had been in
the habit or borrowing a soldering iron at the house of
the father of the prisoner, Petrick Rod, and that he
believed the iron he used to borrow was iteid's q‘ther's
property. Witness asked him to give a description of
the iron, and he gave a correct description of it before
he saw it. Witness then showed the iron to him, and
he said ho was very sorry to see it again, as it was the
same. Mr. Howarth was present at the time.
leng2iWrO-ngr produced Mr. John Howarth, constable of Mirfiel corroborated
Mr. Green's testimony as to the conversation with Kiley
instrument spectacles,
identified the sod
he had frequently borrowed from the prisoner Reid's
and his idervitication of the soldering iron.
Thomas Kitty, ofr D
uhceadwkaes the
rof
father. Witness's wife generally fetched the iron. The
day before the murder the prisoner Reid took the iron
' away from witness's house, and witness never saw it
again until it was shown to him by Mr Green. In speak-
ing to various marks on the iron, the witness said he also
knew
it from having filed the copper end, where there
was a small hole, using a fine file, six days before the
prisoner Reid fetched it.
By the aid of a small magnifying glass marks of a file
could be seen on the ead of the soldering iron.
By the Jury—I have frequently been with Patrick
Reid in Company, and have
been with him at Mirfield.
On the day of the murder he came into my house and
asked me where I was ring that day, and I said I
should not go out that day. I went hawking with him
the day after the murder, and we had conversation, but
nothing particular was said about the murder. I was
not with him more than half an hour in the morning of
that day, but I saw him at Batley in the ever.ing.
and I have always been friendly, and no one ever heard
me give him a bad name before. I do not know the pri-
soner M`Csi.be.
Katherine Kitty, wife of the last witness, corroborated
her husband's testimony as to borrowing the soldering
iron from Reid's father about six days before the mur-
der, and as to its being fetched from her husband's house
by Reid the night before the murder. She added that
her husband had had the soldering iron for six weeks at
a time, and she positively identified it from having seen
it often, and also from having used it as a poker last
winter. Witness met the prisoner's wife at the threshold
of the door and asked her for the iron. She replied that
she did not know where it was, and seemed in trouble.
The prisoner was not there. About a week after the
murder witness heard from Mrs. Hirst that a soldering
iron had been found in a draw well at Mirfield, and wit-
ness at once mentioned to Mrs. Hirst that which she had
now stated to the jury. Witness did not know the pri-
soner M`Cabe.
Mr. Howarth, constable of lgirfield, in answer to a

on the signal-post about a quarter of a mile on the
London side of the bridge. Witness was in the break-
van at the rear of the train. The night was dark, and
witness did not see the policeman. Witness put on the
break as soon as he heard the whistle; the train was then
about fifty yards from the bridge. The under-guard sat
on the roof of the first second class carriage. That was
ills proper position. When the train crossed the points
witness thought they were travelling about 25 miles an
hour. Had no doubt that had the train not been turned
off into the siding, the driver would have been well able
to pull up by the time he arrived at the station. Had
the rails not have been wet on the night of the accident,
believed the train might have been stopped before the
collision took place. Evet y train had two guards; some-
times, when the trains were very heavy, three guards
were attached to a train. Six guards would be able to
stop the train before three guards, inasmuch as six pair
or breaks must have a greater effect than three pair.
The time lost at Tring had been made up before reach-
ing Wolverton. Witn, ss was present when the deceased
and injured parties were taken up. They were all in one
carriage, which was broken up, and hail another car-
riage resting on it. The second carriage which mount, c 1
was lighter loaded than the 3d and 4th, and the buffrrs
of the former mi4ht have been somewhat higher in con-
.equ,,nce. Had not noticed any particular variation in
this respect on the night of the accident. Witness consi-
dered that the various li;hts on the mail train must have
shown the policeman that it could not have been a goods

train.
William Frederick Smith, inspector of police for the
district between Ble-chley and Road,. stations, first knew
Constable Fossey in December last. fie had about a
fortnight's tuition at the signal post. before he was placed
in charge of it. The signal was called the Blue-bridge
signal. There were two posts, one on each side of the
bridge, for up and down trains respectively. The duty
of Fossey was, when he observed the mail train approach-
ing to signal it to the station by showing a green light
on the down post, in order that the main line might be
kept clear. If the signal was answered to the effect that
all 779.3 right, then Fossey should go to the up signal
and show a white light to the coming train, and after-
wards return to the down signal anti show a correspond.
ing white light. On hearing the collision witness took
up a lamp and ran towards the spot. Seeing that a
dreadful acci lent had occurred, witness walked imme
diately towards the bridge, where Fossey should have
been, taking with him two other officers. On reaching
the bridge witness found that the York mail had arrived,
and considering that some person ought to be sent to

THE SUN, LONDON, MONDAY MORNING, JUNE 14, IM7.

question from the Coroner, stated that he had no
other evidence.
The DEPUTY-CORONER having summed up ♦ery lu-
cidly and at great length, the room was cleared, and
the jury remained in consultation about ten minutes.
The DEPUTY CORONER (addressing the jury) said—
Gentlemen of the jury, have you agreed upon your
verdict?

The Foreman (Mr. Wormald)—We have.
The DEPUTY-CORONER----How do you say by your
foreman that James Wraith came to his death ?

The Foreman—We return a verdict of " Wilful
Murder" against Patrick Reid and Michael M‘Cabe, and
I think it right to state that we are unanimous.
The DEPUTY•CORONER—DO you return the same
verdict in the case of Ann Wraith and Caroline Ellis ?
The Foreman—Yes, as to all three.
The whole of the fifteen jurors then signed the three
inquisitions, and the witnesses were bound in reconi-
zances to appear to give evid• nce at the next Yorkshire
assizes. The Deputy-Coroner subsequently delivered to
Mr. Howarth. the constable, two warrant,: cemmitting
the prisoners to York Castle, and stated that he should
also deliver a commitment to the keeper ot the House of
Correction at Wakefield, with whom Mr. Howarth might
arrange as to the conveyance of the prisoners. The jury
were then discharged
NOTES.—Up to this day it was understood that the
Christian name of Mrs. Wraith was Mary, anti it was
stated so by one of the witnesses, and always considered
so throughout the previous inquiries ; however.
the Coroner stated that i. was Ann, and, accordingly.
in the report of this day's proceedings, it so ap-
pears. Mary was the name of the first wi'e if James
Wraith, and t' us we suppose the mistake arose.
Mrs Ann Wraith had been married before she
became the second wile of James Wraith ; her
name was then Porker, and she had left, as
we before salted, two sons named Parker alio.
It will be remembered, also, that ‘N hen "
Sheard," at Robart Town, was asked by Charles Flint
to go down on horseback, and inform the magistrates
of what M'Cabe had " seen " and " heard," he de.
murred, saying, " it was a serious matter to interfere,
and he would rather be quiet ;" whereupon M'Cahe said,
" don't go, Bill, don't go, Bill ; I'm going down to the
Shoulder of Mutton Inn, and 1 can declare it nitpick"
He (lid, as is now well known, set off to go to this inn,
and had got a good portion et the way when he was ap
prehended.
We have learnt that at the time he was so appro.
hended, he was " declaring" his story to a woman who
resides on the road-side in Mirfield, along which he was
passing.
We are desired to announce that, now the Coroner's

inquiry is over, the house where the murders were com-
mitted will be permanently closed against all visitors.
The dreadtul annoyance to which the family now resid,
ing there has been put by the thousands of persons press-
ing in on them, renders total exclusion absolutely neces-
sary.—Leeds Mercury.

IRELAND.
GENERAL ELECTION.

DUBLIN, JUNE 10.—The Hon. Mr. Vereker, brother
of Lord Gort, has formally addressed the electors of the
city of Limerick. soliciting their suffrages on principles
totally divested of parties or prejudices. Ile is opposed
to a repeal of the legislative union, and is strongly in
favour of the endowment by the State of the Roman
Catholic priesthood. The repealers have not yet pro-
vided themselves with a candidate to succeed Mr. James
Kelly, who retires into private lice.
THE NEW RELIEF SYSTEM.

The Evening Freeman publishes the following. letter
'rom the ItoMtall Catholic Archbishop of Tuam:—
" Castlebar, June 8.

" Dear Sir,—You may well conceive what was my
surprise and alarm when, on arriving in this town yes-
terday, I perceived numbers of the people almost frantic
with despair, as if the revailing famine were aggravated
with some other fresh calamity On inquiring of the
assembled clergy into the cause of this excitement, I
was informed that the relief supplies immediately re-
quired for sustaining the lives of the people were ad-
journed on account of some trifling informality in fur-
nishirw the stimates.
"I wuuld.not believe that the lives of the people would
be sacrificed or endanger-d, and the public peace exposed
to pril, on account of suchlomissions. This is not the only
place, nor is it the first occasion, I have foulld the people,
owing to the ignorance, or carelessness, or inhumanity
of officials, exposed to starvation.
" It there are formalities deemed so essential as that
without them supplies wall not be furnished, it becomes
the duty of the wi-ll paid functionaries of Government to
have them strictly observed in the committees; nay, do-
cuments of such fearful import should be postal up for
general information. But if, through negligence or some
mire culpable cause, such formalities should be omitted,
is it to be believed that in any Chi istian country the in
habitants of an entire union will be placed in the awful
position of a besieged city, threatened with all the
horrors of impending starvation whilst there is abun.
dance of provisious outside the walls? Enough, alas!
more than enough of human victims have already fallen
to satisfy the most. heartless of the political economists.
It is therefore high time to at' ive in good earnest to stay
the march of the angel of death from making further
havoc through the laud.
" Your very faithful servant,
" JOUN, ARCIIBISHOP OF fIJAM."

THE POTATO CROP.
The accounts continuo conflicting, but there is a de
cided balance in favour of the appearance of the grow-
ing crop The disenae, however, had sh.,wn itself at
Tervoe, in the neighbourhood of Lim,-rick; and a lett•-r
Omagh, in the county of Tyrone, asserts that the
Wight extt,nsivtdy t-xists in that district.
It was generally reported that the disease had made
its appearance in Meath, but a person who has just re
turned from that county sa)s, that the very contrary is
the fact—that the crops never looked more flourishing.
and a closer examination had convinced him that, so
far, there was not a single symptom of the blight of
last year.
The Cork Examiner, which came to hand this evening
publishes most flattering reports of the state of the crop
in that county.
S CATE OF THE COUNTRY.

The Limerick papers of yesterday publish a long ca-
talogue of outrages—some of them of the 'very deepest
dye—the commission of which, according to one of thy•
local papers, is solely attributable to the tacilities af-
forded to the peasantry for possessing themselves of fire-
arms, to remedy which the Legislature is called on to
pass before its dissolution a Short Arms Bill, as thv
means of restoring confidence to the well disposed.
STOCK AND SHARE MARKET.

Three per Cent. Consols, 861 ; Three-and a-Quarter
par Cent. Stock, 88 88i ; Steatn-ship Building shares.
44; ditto, of 251., 52 ; Midland and Great Western
Railway, 61; Great Southern and Western, 22k.