The Sun.
London, England, 1851-11-29 00:00:00

NOVEMBER 29, lB5l.

THE FATAL COLLISION ON THE LONDON
AND NURTH-WESI ERN RAILWAY.
The coroner's investigation into the causes of this
accident was resumed yesterday, at noon, at the Globe
Inn, Weedon.
As on the previous day, Mr. Ilayea, of the legal firm
who arc the solicitors of the railway couspaey, appeared
on the company's behalf; and Mr. Martin on behalf of
the d ceased's (James Carr:.;',} relatives. Csptsin
Laffan, the Government inspector of railways, was also
present.
Samuel Grew, examined by CORONER—I am the sta-
time master at Rugby. On Saturday last a telegraphic
despatch arrived, stating that an engine with some cattle
had broken down. This was about half-past four. A
foreman named Goodman dispatched the cattle train. I
do not know at what time it was dispatched. I saw
the train come into the station, but did not observe at
what time it left, being engaged at the moment with the
mail train. The mail train was a down train going
on the Midland line. The Lott train which lett for
London after the cattle train was the one o'clock train
from Birmingham; it arrived at Rugby at eighteen
minutes past two, being due at fifteen minutes past.
The first cattle train left at 1 50. A coal train left at
three. At ten minutes after four I started the cattle
train, which ran into the lassenger train at Wettlup.
The wheels of the engine slipped so much that it could
nut be got along at the station without the assistance of
another engine. At the time I started the cattle train I
was not sware of the engine of the other cattle train
having broken down. Mr. Crawford dispatched the
engine that was telegraphed for. Cotton drove the
engine of the special cattle train.
Cross-examined by Mr. Martin—Our first cattle
train started at 1.50, and the Birmingham train started
at 2.18, the Midland one at 2.25, the Lancashire third
class one at 2.39. The next train which followed the
Lancashire one was a special coal train, which started
from Rugby at three o'clock. The special cattle train
was not in the regular list of trains; its coming was an-
nounced by a red board on the coal train.
It is open to the station master to detain trains,
according to his opinion of the weight of the engine and
other circumstances; but trains must never follow each
other in less than five minutes. Cattle trains aro con-
sidered goods trains, and as such must not travel at a
greater speed than 20 miles per hour. The four o'clock
train is not an express train; its estimated rate of tra-
velling between Rugby and Weedon is about 30 miles an
hour. When I started the special cattle train I thought
it would travel at the ordinary rate of 20 miles an hour.
Two engines were dispatched in consequence of the re-
ceipt of the telegraphic message; they left at about half-
past four.
James Crawford examined—l am foreman of the loco-
motive department at Rugby. It is my duty to exa-
mine all the engines before they leave my station. I
examined the engine of the cattle train which left at 50
minutes past one on Saturday. It was in proper working
order when it left Rugby at 17 minutes past four. I re-
ceived a telegraphic dispatch of its having broken down at
Weedon. The message was, " Cattle standing here. Send
an engine immediately." That was the market Har-
borough train. I dispatched two engines to its as-
sistance. I examined the engines of all the other
trains on the same afternoon; they were all in working
order. I examined the engine of the cattle train twice
before it started. I have examined it since, and found
it in good order after the accident. The works were all
good, except that the buffer part was broken. I did not
examine the regulator at Weedon. That could not be
done without taking the pipes off, which would have
occupied three or four hours. The proper way of
stopping an engine is to shut the steam off and apply the
break. Engines are not reversed except in cases of
great emergency. To reverse an engine is likely to do
it an injury. If the breaks will not stop a train the only
remedy is to put the gear out and to reverse the engine.
I did not myself try the regulator of the engine of the
special cattle train at Rugby, but I saw a man in the
act of doing so. I have never been en engine-
driver. I have heard that it is a common
occurrence for an engine when reversed to start into
forward gear again. A man of ordinary power can
manage by means of the lever. Directly, the engine is
reversed the driver ought to be careful in holding the
handle. The use of the regulator is to regulate:the
amount of steam. There is very little trouble with
regulators. If they are not cut they will work for a
length of time. By opening the regulator you can
always find out the stato.of the steam. We have
-had
the engine in question about three years.
John Hoskar examined—l am foreman of the loco-
motive department at Wolverton. I know the engine
that was attached to the special cattle train run into last
Saturday; it is No. 67. I examine the engines every
time they pass the Wolverton station. I examined
No. 67 at Weedon on Saturday, to see it any injury
had been done to the axles or wheels, my object being
to take it to Wolverton. It is now at Wolverton, and
it has not been at work since the accident. It was taken
to Wolverton by another engine.
Mr. Rowland, examined by the CORONER—I am an
engine fitter at Wolverton, and foreman in the ,erecting
shop. I examined the engine No. 67, on Monday
morning last. The valves, pistons, and reversing mo-
tion were all correct. In taking out the regulator
valve, there was a small stay which had got loose out of
the ;steam pipe; it was used in the steam pipe for car-
rying the regulator rod. By drawing the regulator
back it came into the regulator, and was taken out by an
assistant. I cannot say whether that would prevent it
from acting.
Mr. M'Connell, the superintendent, observed that a
piece of iron had been found in the regulator out of its
proper place.
The regulator was then placed on the table, and isle.
M'Connell explained to the coroner and the jury the
manner in which the displaced iron had °heti acted its
action. There was a marked abrasion where the iron
had pressed.
The CußoNEß—That would prevent the driver from
stopping the engine? The Witness—Not altogether;
it would prevent him from shutting the steam off.
By Mr. Martin—There is nothing to lead me to be-
lieve that if the engine-driver had kept his hand firm
he could not have thrown the engine out of gear, not-
withstanding the accident to the regulator. There are
three modes of stopping an engine—shutting off the
steam, applying the break, and throwing the engine out
of gear. If a driver found that ho could not stop an
engine with the break, it would be his duty first to
reverse her. and if that would not do, to throw her out
of gear.
The CORONER observed that Mr. M'Connell must to
examined on the point.
Mr. Martin said he thought it was the cream of the
whole question.
Thomas Forsyth, examined by the CORONER—I am
an engineer-assistant to the locomotive superintendent,
Mr. M'Connell. I was present with William Howland
when the regulator was examined on Monday morning.
I saw the iron taken out, and have given similar evidence
to what Mr. M'Connell has given.
James Edward M'Connell, examined by the CO-
RONER—I am superintendent of the locomotive depart-
ment at Wolverton. It is my'duty to superintend the man-
agement of the locomotive engines throughout the line.
The engine drivers are all under my charge. There are
printed rules applicable to them. These rules are read
over to them every month, and they sign a declaration
that they have received ,them and understand them.
Their signatures are forwarded to my office. William
Cotton has been a driver on the line ever since 1845.
He was made a fireman in 1840, and previously to that
he was a cleaner. I have examined the engine which
he drove on Saturday last. Early on Monday morning
I requested the foreman, Mr. Forsyth, to take it to
pieces, and report to me. I have since examined the
engine myself. I found it, in all its points,
as far as I could ascertain, in good working
order. The only injuries apparent were those
done to the safety-valve, and the stay of the steam-
pipe. From the face of the valve I have come to the
conclusion, as I see nothing else that would have done
it, that the stay must have got between the first face of
the valve and the seat, which would prevent the valve
from shutting, and produce the abrasion. There is a
twist on the spindle, showing that great efforts had been
used in trying to shut the valve. As far as the regulator
is concerned, that would prevent the driver from shut-
ting oft the steam, but he has other means in his power
of stopping the engine, which are to throw the work-
ing valves out of gear and applying a break to the ten-
der. A more rapid mode of stopping the onward motion,
although except in extreme cases not called for, is to
reverse the "„,engine, which must have the effect of
stopping the train sooner. The steam, not being hilly
shut off, would assist in retarding the onward mo-
tion. I have always found Cotton a very careful
man. He has always performed his duties in a satis-
factory manner.
By the CORONER—How long would it take to stop
an engine by reversing? Witness—lt depends on the
gradients.
The CORONER—What are they in this case? The
Witness—One in 500 approaching from Rugby. That is
one circumstance. A slippery state of the rails would
render the power of stopping less; and the weight of
the train would have a good deal to do with the effect.
Looking at all the circumstances, I should suppose that
this train, going eight or ten miles an hour, might have
been stopped in five or six hundred yards. The rule
with respect to cattle trains limits them to twenty miles
an hour, without special orders. An extra speed would
increase the difficulty of stopping. I cannot say, from
the appearance of the piece of iron found in the regu-
lator, how long it bad been out of its proper ',lace. In
reversing an engine the driver should keep his hand on
the catch, lest it should fly back. Both reversing the
engine and putting on steam in the reverse way are
evidence that the train is going too fast; and both those
operations strain the engine. Sometimes tho engine
flies into forced gear after being reversed. There is
nothing in the printed regulations with regard to the
mode of reversing an engine. To put down every-
thing would make too long a code of regulations. The
engine-drivers have all undergone a probation before
being appointed to the office, and are instructed in their
duties.

On being asked if ho had anything more to say, Mr.
M'Connell said, I wish to state that I have a very high
opinion of Cotton. I have always considered him a
careful and experienced man.
Captain 'Allan, examined by the CORONER—I am the
Government Inspector of Railways. I have examined
the engine, No. 67. I directed my attention chiefly to
the valves of the regulator, and to the reversing appa-
ratus. I did not minutely examine the rest of the en-
gine. I think the reversing apparatus was in good
order. The regulator was in the state in which you see
it. It was the day before yesterday that I examined it,
and you have the same materials that I had to form an
opinion upon. It is not now in good working order.
The face of the valve has been cut apparently by
some
obstacle between it and the seat. The effect of the stay
interposing would be to prevent the driver from shutting
off the steam; ho could only close the valve so
far as
this obstacle would permit him. It would deprive him
partially of one means of stopping the train. In a Case

of emergency it i 3 a comparatively easy task to reverse
san eng,itle, and throw the engine out of gear; but that
was a very extreme measure; it 1146 101 l to many ucci-
Centt ; and in this cue the state of the regulator would
render it more difficult for the driver to csail biunclf
of it.

The CORONER—Do you consider that it follows from
the reversing of an engine that the train must have been
geirg at too great a speed? The Witness—l think a
driver of great experience and judgment would look to
the state of the rails, and take care to run at sacli a
speed as would obviate the necessity for reversing the
engine. At the same time I think it right to observe,
that I think the practice of reversing engines is far too
general.

By a juryman--I could not say without trying the
engine, whether or not it was impossible for the driver
to reverse it or throw it out of gear.
Alfred Bird, a boy, examined--I am a clerk at the
Telegraph-afice at the Weedon station. Last Saturday
I telegraphed to Rugby to say that the cattle were stand-
ing at Wuedon, and requested that an engine might be
sent directly. This wea at nine minutes past t(:ur. I
received no reply to that message. I ic4rgraphe,l to
Wolverhampton ut fifty-two ►uinutes to seven to tea them
to send an ungii,e to Weed..n.

The CORONER then addresscd the jury. Ile slid
there could ho no doubt that t deceased wet with his
death by acculcnc. The only question was whether any
criminality attached to any party who was connected
with it. They had heard the optmon of the Government
inspector as to the state of the engine; and the real
point for them to determine was whether the death of
the deceased was the recut of accident or of gross and
criminal negligence on the part of the driver.
The room was then cleared. After the bps() of a few
minutes the following, verdict was delivered;—" The
jury are of opinion that the deceased met his death by a
cattle train running accidentally into a passenger train
at Weedon, but without blame to tbo driver, on account
of the engine being out of order and the rails slippery.
The jury cannot let tbo opportutity pass without recom-
mending, for the better safety (.f the public, an alteration
and enlargement of this station forthwith, it being too
small for the quantity of traffic without a siding."
The inquiry terminated at about half-past four.

FATAL ACCIDENT ON THE SOUTH-COAST

RAILWAY.

Font), Nov. 28.—An awful accident occurred on the
South-Coast Railway last night, in consequence cf. the
neglect of an engine-driver to attend to a naeger .
The last train from London leaves Leendou-bridge
station at seven o'clock, and on its arrival at Brighton
passengers for Shoreham, Armada!, Chichester, and
Portsmouth are dispatched by a branch train leaving
Brighton at 9.50. Last night this train was sent off
at the precise time, the greatest regularity being ob-
served on the Brighton and South-Coast Railway. A.
goods train leaves Portsmouth at 7.30 daily; this train
also started at the accustomed time. These trains arrive
at the bridge over the river Arun about the same time;
and, inasmuch as the bridge, which, as most of our
readers are aware, is moveable, so as to allow of the
passage of brigs of considerable tonnage from Little-
hampton-harbour up to Arundel, and is consequently of
light construction, is a single line, the greatest care is
necessary with regard to the signals. " First come,
first served," is the principle acted upon. Either train
being discerned by the signal-man has the " all right "
signal displayed for its guidance; and at the same time
the red, or " stop " signal, is exhibited on the other
line. These regulations being duly observed, accidents
would be impossible.
It seems that at 10.15 last night the up goods train
was first discerned, and consequently the " all right "
signal was displayed, the " stop " signal being at the
same moment given to the down passenger train. The
goods train was an unusually long one, consisting of
nearly forty trucks. The engine and tender and the
first part of the train crossed the bridge, and had diverged
from the single line on the " up " rails, the remaining
portion of the train being partly on the bridge, and
partly on the western side of the river, when the pas-
senger train (its driver paying no attention to the " stop"
signal) came up, and, of course, precisely at the point of
junction, dashed against the goods train. The con-
sequence to the, goods train was, that three carriages
were shattered to splinters and thrown off the up line.
This was the only casualty, so far as the goods train
was concerned ; but the results to the passengers'
train was more serious. The engine, tender, luggage-
box, and two second-class carriages were thrown off the
down rails and toppled over the embankment, here
about twelve feet high. Fortunately there were only
four passengers in the train; three having arrived from
London, and the remaining one having booked at Brigh-
ton. Two of these entirely escaped injury, and the
other two were but slightly bruised, but the stoker,
Martin, of Portsmouth, was seriously, and, it is be-
lieved, fatally injured, his skall being broken and his
brains driven in. The driver, John Pemberton, of
Portsmouth, seems to have escaped injury from the con-
cussion; but seeing the serious consequence of his negli-
gence, he at once determined on suicide. Jumping on
the engine from which he had been thrown, he seized his
jack knife and out his throat; and, this attempt not
being effectual, he threw himself into the river. Bur-
gess, the guard of the passenger train, had a miraculous
escape. He was in the break carriage which went down
the embankment. It was crushed to pieces, but the
guard escaped with a few slight bruises. He crawled
out of a smashed window just us Pemberton jumped into
the water. Quick as thonht he divested himself of his
jacket, plunged into the titer, and, with assistance,
dragged him out. Mr. Su damn, of LittieharuptoL, sur-
geon, was quiekl:, on tho spot, and as soon as informa-
tion re ached Brighton, Mr. W. Verrill! and Mr. J. Law-
rence, jun., surgeons at Brighton, joined him. The re-
quisite attention was paid to both Pemberton and Mar-
tin by the medical gentlemen, by whose direction they
were both removed to the hospital at Chichester. It
was expected that Pemberton v.,;uld recover, but not the
slightest chance remains for the stoker, Martin.
The account given by Pemberton of the cause of the
accident is this:—He said that after leaving the Arundel
station, he looked into the fire box, and that the glare
blinded him so that when he looked up he could scarcely
see anything. The first thing he did see was a red
light waved to and fro, the next, the light of the ap-
proaching train. Ho acknowledged also that ho only
was in fault, and that he entirely lost his presence of
mind. Before he was removed to the Chichester Hos-
pital he declared his determination to commit suicide;
and in consequence he is under the close surveillance of
two men.

As quickly as possible information of the disaster was
conveyed to Brighton; and, at three o'clock in the
morning, Captain Mackenzie Shaw (superintendent of
the railway there) went down to the spot; and at six
o'clock the passage was sufficiently cleared to allow
the goods train to leave. No obstruction occurred to
the passage of either the up or down trains which
followed.
On reaching the spot this morning, our reporter
found Mr. Laing (chairman of the directors of the rail-
way), Captain Shaw, Mr. Craven (superintendent of the
locomotive department), with Mr. Saddler (foreman of
the fitting department), Mr. Smith (superintendent
of the carriage department), Mr. Yates (inspector of
the ways and works), and Mr. Greaves (contractor
for the maintenance of the permanent way on
this part of the line), all engaged in superintend-
tending the efforts of 50 or 60 workmen in clearing the
line. Already one of the broken carriages had been
conveyed up a temporary inclined plane to the rails and
removed; another was brought up in our reporter's
presence; and the engine which, although much broken,
is said to be capable of repair, was undergoing the lifting
process.
It was moat fortunate that the bridge was not open
for the passage of a ship. Had this been the case, and
the signal been neglected, the train would have gone
plump into the river. We understand that the Admiralty
originally objected to a double line bridge, on account of
the time which it was thought the extra weight would
cause to be consumed in removing the viaduct obstruc-
tion to the navigation of the Arun; but this, the second
accident which has occurred on the spot, both which
would have been avoided by a double line bridge, will
probably lead to the application of such a remedy for
such accidents.

Strange to say, only three of the rails of the permanent
way were displaced by the accident.
FINE o'CLocx.—An inhabitant of Chicester, just
arrived here, states that the stoker Martin was dying
when he left the city.
Prince Edward of Saxe-Weimar and his bride were
passengers by the previous train on their way to Good-
wood, where they spend the honeymoon.

RAILWAY SHARE MARKETS.
BRISTOL, Nov. 23. . . _

STOCK Exca&NGL—The share market has been firm
again to-day, and a considerable advance took place on va-
rious stocks. The principal transactions, however, were in
Great Western, Original Stock, which closed at 861,i—Alid-
land Stock, 57—South-Eastern and Dover, 2l 9-16.
LIVERPOOL, Nov. 28.

STOCK EXCHANGE.—The share market was scarcely so
good to-day, snd we had less business generally doing. The
transactions were as follow;—Caledonian, 16!y—Eastern
Counties, 7 1-16—Lancashire and Yorkshire, Fifths, 8 dia.
—Lancaster and Carlisle. Thirds, OA p.—London and Nort-
h 117—Ditto, New Quarters, 3% p.—Manchester,
Sheffield, and Lincolnshire, 34—Midland, 56%—South-
Eastern and Dover, 21%—York, Newcastle, and Berwick
1
(Extensidon,is. Nos. 1 and 2), 6 dis.—Dutch Rhenish,
4 1 -16

MANCHESTER, Nov. 28.
SProor EXCHANGI. -We have had another active
market to-day, and prices had an upward tendency. The
transactions were as follow :—Caledonian, 16%—East Lanca-
shire, Quarters, 15%—Manchester, Sheffield, 7
—North
and Lincoln-
shire, 3114—Midland, 563/ _North British,
Staffordshire, 7% dis.—Shropshire Unions, 8% dis.--"Sout?:
Eaatern and Dover, 21% n.--Amber ate
burn, Preference (B), 171/B—Bristol and Exeter, 79—.,t
°,-"
burgh and Glasgow, 271,., tive®t
Preston, and
Riding Junction, 1346 p. n.

STOCK ExcruNGE.—
131R111641}1iAr alllra' ount of business has been
NOY 28.
done in the share market to-day, and prices generally were
A fa.
pretty well supported. It closed a shade lower. The trans-
actions were as follow : - Coventry and Nuneaton 25y p.
London and North-Western, New Quarters, 3% P.--
Shropshire Union, 31. 80. 9d. dis.—South Staffordshire,
2%

GrMoyr.yJesothenniMayo,oarte
tAheircey,:lohnaidai.aoffin
cion.terview with Earl
A fatal affair occurred at Leigh a few days since,
through the practice which prevails too commonly amongst
ignorant country people of " doctering" themselves. A
woman named Hannah Brown, nearly forty years of age,
having been taken ill, sent a messenger to a medical man
living two miles from the :village, and received a bottle of
medicine, the medical man promising to call and see the
patient in the evening. Before he arrived, however, the
woman determined to be bled, and the operation was per-
formed by a shoemaker of the neighbourhood, who had bled
her several times before. She died a few minutes after he
had tied up the arm. A coroner's inquest has resulted in the
verdict of" Died suddenly, from the effects of having been
bled by a nun-medical niau."—Salisbury Journal.