The Sun.
London, England, 1860-11-26 00:00:00

THE SUN, LONDON, MONDAY EVENING, NOVEMBER 26, 1860.

cross muskets and crown—was won by Ensign
Cragg, who made 18 points in 10 rounds at a range
of 200 yards ; the second prize, £3 35., was won by
Private Green (13 points) ; and the third prize,
£2 25., was won by Private Richards (12 points).
At Lincoln there was an interesting competition
last week for prize; silver cups, given to the first
and second companies by Major Amcotts and Capt.
Commandant Trollope. The contest was limited to
first and second class men. The ranges were at
300 and 400 yards, five rounds each, and in the
match for Major Amcotts's cup, restricted to the
first company—Sergeant Kirton, Private Hanson,
and Private Ladbrooke made 10 points each. On
the three ties being shot off at 400 yards, Private
Ladbrooke proved victorious, and received the cup.
The second company shot, under the same condi-
tions, for Captain Trollope's cup, which was won
by Private Drury (12 points). Two other cups,
presented by Dr. Lowe and Mr. Doughty, are to
be shot for next week.

On Saturday afternoon an influential meeting of
the inhabitants of Surrey was held at the White
Hart Hotel, Guildford, at which it was agreed to
establish a mounted rifle corps in the rural districts
of the county.

THE BURNING OF T'IR ROYAL MALL

BT.EA/II.ER GONNA LIGHT.

On Saturday the adjourned inquiry into the cir-
cumstances attending the loss of the above steamer
was resumed at the Greenwich Police-court, before
Mr. Trail, police magistrate, and Capt. Harris,
nautical assessor.
Mr. Cumberland, solicitor to the Customs, at-
tended to conduct the inquiry on behalf of the
Board of Trade ; and Mr. H. Valiance (of the firm
of Valiance and Valiance, Essex-street) was again
in attendance on behalf of the Atlantic Royal Mail
Steam Navigation Company. Mr. Palmer, of New-
castle-upon-Tyne, the builder of the vessel, being
also in court during the proceedings.
Peter Simpson, the second engineer, was first
ealled. He said—l was second engineer on board
the Connaught on her first voyage, and also on her
second voyage, when she was lost. On the first
voyage there was slight water in the ship, and there
was no difficulty in keeping the vessel free from
water.

Captain Harris here stopped the witness, and said
there was a very remarkable entry in the log-book,
made by the chief engineer on the first voyage, as
follows :—" The ship making much water on the
port side ; leaking badly on this side."
Witness—l examined that part of the vessel
particularly myself, and saw nothing of the kind.
The chief engineer never spoke to me about it.
Examination continued—l came on watch at 8
p.m. on the 6th October, the day receding the loss
of the ship. The ship at that time listed to star-
board, and that is the reason why so much water
was on that side. The water was washing up the
manhole doors to the engine kelson, but was not
above the stokehole plates except when the vessel
rolled and it washed up between the boilers. The
water increased until 10 o'clock, after which it was
got under by the working of the pumps, and the
ship gradually came up from the starboard side.
This was about 12 o'clock. We then thought the

ship was in a fair position, but between 12 and 1 ,
she went over to the port side, listing very heavily
and making the water appear worse than it was.
She continued her list to port till she was abandoned.
David Tubbs, examined, said—l was third en-
gineer on board the Connaught on her last voyage.
We left St. John's, New Brunswick, about 2 o'clock
on the afternoon of the 3d October. There was no
difficulty in starting the engines, although there
was some little delay arising from having too much
steam. At 8.30 on the morning of the 6th I re-
ceived orders from the chief engineer to blow off the
after port boiler, in consequence of the ship hiving
a slight list to port. The effect of blowing off this
boiler was to bring the ship up a little. I next
went on watch at 4 p.m. that day, when the ship
had a list to port still. About 7 o'clock I made a
report to the chief engineer that more assistance was
required to keep down the water, which was more
than usual, and considerable.difficulty being experi-
enced in keeping it down.
William Patrick Carroll, the boatswain, was next
examined as to the frequent listing of the ship (lur-
ing the night of the 6th, and the filling of the star-
board and port lifeboats alternately to bring the
ship upright. The vessel was very " crank" on her
second, but not on her former voyage.'
Thomas Parkinson Brooks, the third officer of the
ship, stated that at 8 p.m. on the 6th the course of
the ship was W. by N., with wind on the starboard
how.
The inquiry was again adjourned.

FIRE ON BOARD THE L.l P.L.1T41

---~--

SOUTITIMPTCN, Nov. 2<

A fire, which for a long time threatened seri-
ous consequences, occurred this morning on
board the Royal Mail Company's fine steam-
ship La Plata, lying in the tidal dock. It was
first discovered shortly after 1 o'clock, when the
night watchman on board the vessel observed:a
sort of haze in the fore part of the ship, which lie
at first thought to be fog, but on looking towards
the stern he saw no such haze in that oirection, and
consequently came to a different conclusion. Ile
immediately roused the officer in charge of the
ship and the shipkeeper. About the same time two
of the Customs' tide surveyors, on night duty in
the dock, named Knowler and Rees, saw smoke
issuing from the fore part of the ship and gave an
alarm. In obedience to the company's standing
orders, which require that in the event of anything
wrong occurring on board any of their ships in the
night, Capt. Strutt and the officers of the cernpany's
home should be immediately called, a messenger
was despatched for Capt. Strutt, and he was speedily
on the spot. The fire-bell at the dock gates was
rung, and assistance was rendered by the officers
and men of the different steamships lying in dock.
Mr. Shrubsall, second officer of the Peninsular arid
Oriental Company's steamship Tagus, with a boat's
crew, was soon on the scene of action, and rendered
good service in extinguishing the fire.
Capt. W. Vincent (the Company's superintend.
ent), Capt. Weller (commander of La Plata), Capt.
Sawyer, Mr. Ritchie, and other of the company's
servants, together with Capt. Engledue and Mr.
Andrew Lamb, of the Peninsular and Oriental Com-
pany, were also on the spot at an early period, and
severally rendered every assistance in their power.
The borough police, under the direction of Mr.
Enright, were also early in attendance. Fortu-
nately the tide was high, which insured a good
supply of water, and the combined efforts of two
fire engines belonging to the town, two to the Dock
Company, two to the Royal Mail Company, one to
the Peninsular and Oriental Company, one to the
Royal Engineers, and four fire-pumps on board
the burning vessel, poured such a body of
water on the fire that the ship went down
several feet at the head. Steam was also
got up in two steam-tugs by order of Mr. P.
Hedger, the dockmaster, who, with his assistant,
Mr. R. Headley, was early in attendance, and the
Jersey steamer, which had recently arrived in dock,
kept her steam up for the purpose of towing the
burning ship out of dock if the fire could not be
arrested, or of removing the adjacent vessels to a
safe spot. Meantime the tugs rendered good ser-
vice by running under La Plata's bows and pour-
ing a quantity of water through the scuttles from
their donkey engines; and an immense supply of
water was supplied from the dock engine Ihder the
direction of Mr. S. Eurbage, the company's engi-
neer. A number of wet blankets and other appli-
ances for extinguishing fire were also got ready.
The fire was exceedingly obstinate, being in a part
of the ship very difficult to get at, and Capt. Vin-
cent and his assistants could only proceed in their
work by knocking down the bulkheads and work-
ing their way from one cabin to another, partially
on their knees, to avoid the suffocating smoke, their
great object being to drive the fire forward, and
confine it to the fore part of the ship. The smoke
from the burning stores and canvas sails below was
so dense that one or two of the persons employed
were taken ashore insensible, and Capt. Vincent's
eyes are very seriously inflamed.
From 2 o'clock till half-past 5 it was very doubt-
ful work, and the fate of the noble vessel. hung in
the balance, but about that time the flames began
to succumb, and by 7.30 a.m. the ship was quite
safe and the fire subdued. Had the south-west
wind been blowing at the time her destruction
would have been inevitable. Among other preCau-
tions taken by Capt. Vincent, he had 3 ft. of water
let into the hold, and arrangements made for filling
the ship, in case of the fire spreading, by means of
valves above the bilge, so that the vessel could
easily be raised again afterwards.
The fire originated in the boatswain's storeroom,
but the accident can in no way be accounted for.
No light had been used in that room during the
previous day, nor had the door been even unlocked.
A man was down in the bread room on the day
previous, but he used a globe lantern, and there
was no fire in the place, which is farther aft. The
captain of the hold had also been engaged in white-
washing the hold, but he used no fire. A night
watchman is constantly kept on board the com-
pany's vessels, and also a night officer, whose duty
it is to -visit all the ships three times during the
night. This officer visited the La Plata half an
hour previous to the fire breaking out, and was
close to the store-room door, and saw nothing '

whatever of an unusual character. It is also the
duty of the night officer every night to see the hose
screwed on to the fire-pumps, and the buckets filled
with water, in me of fire, and this was all done as
usual on Friday night.
The damage done by the fire is not very great.
It is principally confined to the ship's stores and
the fittings of the fore part of the vessel. The
ceiling and beams of the orlop deck are somewhat
burnt. The vessel will be taken into dock early in
the week, when a survey will be made by the
Government surveyor to ascertain the full extent
of the damage.
It is satisfactory to record that all present
exerted themselves admirably, and the officials of
the Peninsular and Oriental Company especially
rendered excellent service in the work of salvation.
The individual activity and exertion of Captain
Vincent, Mr. Holland, and a few others exposed
them to great danger during the fire.
Although La Plata was intended to sail hence on
the 3d proximo with the outward West India
mails, no interruption in the service will ensue, as
the company have a ship in readiness to take her
place. Fortunately, she had not commenced ship-
ping her cargo.
It is understood that the company's ships when
in port are insured against fire.

THE TRENT VALLEY RAIL tfrAY

COLLISION.

The proceedings of the inquest were recommenced
at Atherstone, on Saturday morning in the Corn-
exchange,• Atherstone, before Mr. Carter, the
coroner for North Warwickshire.

Mr. Cleather, solicitor; Mr. M'Connell, the
locomotive superintendent; Mr. Dudley Parsons,
superintendent of the goods traffic ; Mr. Bruyeres,
the general traffic superintendent (in the absence
of Mr. Cawkwell), and Mr. Grew attended on be-
half of the London and North-Western Railway
Company. Mr. Warren, Mr. Overell, and Mr.
Dudley Baxter were present to watch the case on
behalf of the friends of the deceased.
Mr. Edward Powers said that he was a chemist,
and had tested the oil lamp in use in the railway
signal. On Thursday night he filled the lamp with
350 z. of oil and lighted it at 9 p.m. At 9 o'clock on
Friday morning he found the lamp contained 260 z.,
the consumption being 91oz. On Friday night he
again tested the lamp, filled it with 350 z. of oil, tied
it down and sealed it, and placed it inthe auxiliary
signal-post at 55 minutes past 8 o'clock. On the
following morning, at 8 35, he found that the lamp
had gone out, leaving 320 z. unconsumed. He did
not consider the lamp in good working order. The
holes at the bottom, where the lamp rested on the
stand, were partially filled up, so that sufficient air
could not get in to keep up proper combustion.
Alexander Miller, engineer, of London, said that
he watched the auxiliary signal lamp tested by the
last witness. He saw it burning at 145 a.m. that
morning, and it gave a very good light. Saw it
again at 3 10, when it still gave a very good light.
At 3 4:5 it was a little down ; the difference was
just observable. At 540 it was burning still lower,
and at 650 it had gone out. The lamp was in his
opinion, in very good condition. Gas was, no
doubt, better than oil for signals.
Mr. Thomas Robinson said he was a nurseryman,
residing a short distance off, and within sight of
the station. He was up at the time of the accident
on Friday week,and heard the goods or cattle train
come up to the station, about 2 o'clock. The signal
lights could be seen from his window. Saw the
signal turned round before the mail train came in,
but could not say whether it was a white or a red
light. Saw the mail train come up about five mi-
nutes after.
Mr. John Baker said he resided near the railway,
and at half-past 2 on the morning of the accident
some people came to the back door of his house, and
asked him if he could receive two ladies who had
been injured by the accident on the railway.
The ladies were the Duchess of Montrose and
hcr,maid. There were also three gentlemen with
them—Mr. S. F. Train, Mr. Brown, and Mr.
Jackson.
The examination of this witness brought the
evidence to a close. One of the jurors suggested
that it would be advisable for the jury to go and
inspect the relative position of the main and
auxiliary signals. This suggestion was approved
by the coroner, and the proceedings were adjourned
until two o'clock in order to afford time for the

examination. The jury having returned,
The Coroner proceeded to sum up the evidence,
and in doing so said it had now become the duty of
the jury to consider when, where, and by what means
the deceased came by their death. There could,
he said, be little doubt but that the injuries which
resulted in their death were sustained while travel-
ling in the cattle train, which had advanced about
500 yards to the south of Atherstonc station, and
which, in attempting to shunt, carne into collision
with a fast train, called the limited mail. I❑
coming to their conclusion, it would be necessary
to consider the rules under which special cattle
trains were started from. the stations. Without

ayirig anything of the discretion vested in those.
in charge of the stations, and who might happen to
be the senior officer there, he thought that there
ought not to be any discretion in such a matter,
and that when trains came out of the ordinary time,
and were not noticed in the running bills of the
company, special notice should be given to the
drivers and guardsof the following trains, without
regard to the length of time such-train might have
left the station. There could be no doubt that the
death of the deceased resulted from some error of

judgment, or some negligence or carelessness on the
part of one or more of the officials of the London
and North-Western Railway Company. The evi-
dence was very voluminous, and, he was sorry
to say, very contradictory, and, this being so,
the best course that he could adopt was to read
through the whole of the evidence which had been
given, and to which, no doubt, the jury had
already paid considerable attention. The coroner
then proceeded to read through the evidence. -He
pointed out that part of the evidence of the driver
of the mail train in which lie stated that he had
slackened the speed of the train as much as
possible, and, though contradicted by the porter at
the station, it had been confirmed by the statement

of the engineer who had examined the position of
the " nut," which proved that the break had been
applied by the driver. He also directed attention
to the fact that there could be no doubt that the

driver did not whistle; but this was a point which
he considered as of little importance, as, had he done

so, it would not have prevented the collision. With
respect to the evidence of Moorcroft, the station-
master of Tamworth, who had permitted the cattle
train to go on, he stated that the step taken by
Matts, the driver of the cattle train, in shuntinf,
at Atherstone, was perfectly correct, and, if the
signals had been all right, and observed by the
driver of the limited mail, he would have: been per-
fectly safe, and. the accident would not have hap-
pened. The discrepancy in the evidence between
Moorcroft and Matta as to the time at which the
cattle train left Tamworth was referred to. The
station-master stated that it was not later than half-
past one when the cattle; train left, and Matts, on
the other hand, said that it was thirty-five minutes
past one. The statement of Moorcroft was con-
firmed by the evidence of the breaksman of the
Liverpool train, who stated that after half-past one
no goods or cattle train would be allowed to go out
of the station until after the limited mail had
passed through. The inspector of police at Tam-
worth, who stated that after having heard of the
accident he proceeded to Atherstone, said that on
approaching the station the auxiliary light was
turned on red. This was in direct opposition to the
evidence of previous witnesses, and also that of Hart,
the guard of the Manchester train, which left Staf-
ford about three o'clock, who remarked that there
was no light at the auxiliary, and directed the
attention of his mate to the fact that the lamp
was out. Having gone carefully through the whole
of the evidence, the coroner directed the jury to
inquire when, where, and how the deceased had
come by their death. The first two questions would,
he said, be very easily solved, but the third was
for them to decide. Whatever might be the ver-
dict he trusted that it would result in such
arrangements for managing the traffic by these
special traiLs in future as would prevent a recur-
rence of similar catastrophes.
The jury retired at a quarter past 3 o'clock, and
after an absence of nearly four hours, agreed to
the following verdict We find that the several
deaths of Andrew Derby, John Macdonald, Edward
Macdonald, George Renshaw, Joseph Thompson,
James Tallant, John Tallant, James Hickey, and
James Cheery on the 16th of November, 1860, and
of Michael Vaughan on the 17th of November,
1863, were caused by reason of the up limited
mail train of the London and North-Western Rail-

way Company, and which is timed by the tables
of the company to be at Tamworth at 1 56 a.m.,
running into collision with a special cattle train
whiie the latter was shunting into a siding at the
south end of the Atherstone station, the deceased,
except James Cheery, then severally travelling in
a drovers' van attached to such cattle train, and
Cheery on the engine of the up limited mail train.
We find that the several deaths were accidental,
but that the rules of the company should not allow
their station officers at their discretion to despatch
fast trains and slow trains from the stations so
close to one another, and are in this respect incon-
sistent with the safety of the public; that upon
the occasion in question William Moorcroft,
platform inspector of Tamworth, was wrong in
not warning the driver of the up limited mail
train of the cattle train before him; that Ed-
ward Barker, driver of the up limited mail
train, was to blame in not observing the main

signal and putting on the whistle at level
crossings; that according to the scientific evidence
given at this inquest the drover's van in cattle
trains would be more safely placed in front of the
cattle trucks than behind them, with a light van
between it and the tender, and that, considering
the peculiar state of the line as respects the curves
and level crossings near the Atherstone station, it
is essentially necessary for the safety of the public
that a telegraph at the Atherstone station should
be kept in communication day and night with the
stations at Tamworth and Nuneaton as to the arri-
val and departure of trains ; and that an additional
communicating signal should be placed and worked
at each end of the station."

The foreman of the jury, after handing in the
verdict, stated that he felt it his duty, on behalf of
his brother jurors and himself, to say that, in the
course of the inquiry they had received every pos-
sible assistance from the officers of the London and
North-Western Railway, and that all the informa-
tion which they had sought to obtain had been most
promptly and cheerfully given to them,
. Mr. Cleather, the solicitor, stated that the direc-
tors had instructed him to afford every assistance in
his power, and he was gratified to learn that the
assistance rendered had been of service to the in-
quiry. With respect to the recommendations ap-
pended to the verdict of the jury, he would take
care that they should be forwarded immediately to
the proper quarter, and he had no doubt that they
would receive every consideration.
The proceedings then terminated.

THE ROAD MURDER.
FURTHER DISCLOSURES. DISCLOSURES.

FROME, SUNDAY EVENING.

Some further details of an important character
have come out in connection with this crime within
the last two or three days, which it is confidently
hoped may lead to important results. It has been
known that for the last three weeks Mr. Hughes,
chief ofthc police at Bath, has been engaged in a
quiet but searching inquiry, during which time
he has been assisted by Inspector Norris, who, it
will be remembered, was fortunate, in conjunction
with Mr. Hughes. in discovering and arresting the'
Leigh Woods murderer some two years since.
These two officers have been assiduously engaged in
the case, having had an interview with Mr. Kent
and his household yesterday afternoon, which
lasted several hours. The result is that they have
succeeded in acquainting themselves, aided by some
letters which have come into their possession, with
several facts wholly new both to the police and the
public, three or four of which are of such a nature
as to warrant the belief that at any future inquiry
they would form more important items of evidence
than any which have hitherto been adduced, The
nature of these it would of course be imprudent to
disclose in the present stage. At present they ap-
pear to bear in two opposite directions, but they will
probably be reconciled by further inquiries now in
progress.