The Sun.
London, England, 1840-10-29 00:00:00

RAILWAY ACCIDENTS.

The frequent and the increasing number of accidents
on railroads, show more and more forcibly the necessity
of adopting some plans to prevent their recurrence.
We have on former occasions remonstrated against
trusting the lives of several hundreds of passengers to
the care of such men as are now appointed to manage ,
and " drive," as it is termed, the locomotive engines.
We are aware that an alteration in this respect must
require time, for the proper class of men have yet to be
educated and fitted for the employment ; but in the
meanwhile many arrangements might be made to give
increased security, and greatly to diminish the danger
which late experience proves attends this means of
conveyance. These arrangements may be dividedinto
those relating to the machinery of railways, and those
more immediately connected with the management.
The prevention of collisions, of which accidents we
have recently had some fatal examples, comes more es-
pecially within the province of the management, and to
these we shall, ut present, confine our remarks and
suggestions.
We would, in the first place, recommend that every
train of carriages should be placed under the command
of a trustworthy and intelligent conductor, or guard ;
whose duty it should be to keep a look-out, and give
his commands to the engineer to regulate or stop the
motion of the engines. At present the duties of the
" engine driver" are greater than he can properly exe-
cute. He has not only to attend to the working of the
engine, but his attention should be constantly directed
to the road to see if all be clear, and whether there be
any circumstances that require him to slacken the
speed. Whilst his attention is withdrawn for one mo-
ment to the machinery, dangers may arise requiring im-
mediate action to avoid ; and it sometimes happens,
that the danger presents itself so suddenly, as to deprive
the engine-driver of presence of mind, and prevent him
from acting with promptitude and effect. Some serious
accidents have arisen entirely from this cause. Now,
if a guard were appointed, from whom the engineer
should receive all his orders, in the same manner as the
engineers on steam-boats do from the captain or pilot,
' and a constant and uninterrupted look-out could be
maintained, the engineer would be ready at the instant
to obey the orders of his commanding officer, without
having his attention divided between the road and the
engine.
On the Belgian railroads, which are much better
conducted than most of those in this country, a guard
is appointed, who regulates the starting and stopping
of the trains by the sound of a bugle. He does not,
indeed, exercise an absolute command in conducting
the train, similar to that we now recommend, but
he occupies a position on the first carriage, which en-
ables him to assist the engineer in looking out for
dangers. The evidence at the Coroner's Inquests
lately held in this country on the persons killed by
railway accidents, shows that the guards, who accom-
pany our railway trains, consider themselves in no way
responsible for the safety of the passengers. In some
cases we find it stated, that the guards were sitting
with their backs to the engines ; at others they were
engaged taking the tickets from the passengers, or
seated inside the carriages. If a proper trustworthy
guard were employed, as we recommend, to take the
whole responsibility of giving orders to the engineer, we
are persuaded that many of the accidents which occur
would be avoided.
There is another regulation with regard to signals
which might be advantageously and easily adopted with-
out any additional trouble. Instead of the temporary
signals now made by means of white or red flags, held
up by the policemen on the line, we would recommend
that a permanent signal of danger should be hoisted, to
be replaced only by the signal of safety, at the times the
trains were approaching, provided the road was clear and
free from danger. By this means all risk arising from the
temporary absence of the men from their posts would be
avoided ; for if by neglect on their parts the danger
signal was not removed when no danger existed, the
only inconvenience would be the short delay, whilst
the man would be punished for his neglect, and kept to
his duty, without any risk having been incurred.
These suggestions are made with a sincere desire
to promote any improvement that may diminish the risk
of railway travelling, and in the hope that railway direc-
tors may be induced to adopt either these or some simi-
lar plans for that purpose, without regard to the compa-
ratively insignificant consideration of additional expense.
—lnventor's Advocate.

SPORTING INTELLIGENCE.

MANCHESTER, TUESDAY EVENING.

The meeting now on at Newmarket promised such a ca-
pital dish of sport, that many of our leading speculators left
to " wind-up" the racing season in the south. Notwith-
standing this, the Cambridgeshire Stakes were all the rage,
and continued so until late last night, being rather spirit-
edly betted upon. The range of speculation was confined
to four or five horses,—Ruler, the Dey of Algiers, Diderot,
and Clarion, being in the highest request. The result in
favour of the Irish representative, Roscius, is another glo-
rious " turn-up" for the fieldsmen; certainly, it was as
little expected by the backers of horses, as Little Wonder's
victory on Epsom Downs, probably less so. Such odds as
50 to 1, we have no doubt, would have been laid, had any
flat coma out as another Roscius. The defeat of Camelion
for the Criterion Stakes was also (giving him a start) little
expected, and will be productive of a very " open Derby."
We should think the odds will now be 12 to 1 on the field,
when 8 to 1 was the top offer on Camelion yesterday, and
6 to 1 taken on Col. Peel's lot at noon ; also 20 to 1 on Sir
We have not seen a bet offered on the Derby since
Roscius' performance was known.

ANOTHER COLLIERY ACCIDENT.—We re•
gret to have to announce that another of those fearful ac-
cidents, so common in this district, occurred a little after
midnight on Friday morning. It took place at a new
colliery, a short distance from Gateshead, and immediately
adjoining the Ravensworth estate. The pit is known by
the name of Farnacres Colliery. The banksman heard a
irush, somewhat resembling thunder, and in not more than
two minutes and a half the water was at the top of the
shaft. From the sudden manner in which the pit was
filled, it would appear the water had come from some old
working. The engine is of fifty horse power, and pumps
not more than sixty gallons per minute, but with no effect
on the increasing water ; however, a six feet stroke is to
be added to it. which will considerably increase the power
of lifting. From the locality of the place we fear there
will be much difficulty in getting the water out, and in
keeping it out afterwards. There were five men in the
pit at the time, all of whom, we regret to say, have
perished. Their names are :--James Renkey, sinker,
aged 0
leaving a wife and five children ; James Heslop,
sinker, aged 40, leaving a wife and one child ; William
hewer, aged 28, a widower with one child ;
4
Wilkinson,
and William Wetherby and Andrew Evans, single men,
each aged about 25. Tyne Mercury.
The Earl and Countess of Falmouth, with Lord
Boscawen and Baroness Le Despencer, are now at Tre-
gothnan, Cornwall, where they purpose remaining until
after Christmas.