The Sun.
London, England, 1860-11-13 00:00:00

ing of at the time the ship stopped. Witness did
not observe the steamer go on at all after the order
was given to go a-head the first time. The explo-
sion happened after the order was given a second
time. The ship and engine stopped not more than
6 or 7 minutes.
By Capt. Robertson—l get a cast of the lead,
took an observation of the sun, and received some
fish on board while the ship stopped. I had been
observing the sun some time before the stoppage,
from half-past 11 to meridian. I have observed
that when engines are stopped in this way the
steam in blowing off makes a great noise. I did
not observe this on this occasion; neither saw steam
escaping nor heard any noise. Not more than a
minute elapsed between my first ordering the
steamer to go a-head and my doing so the second
time. I thought my first order was not heard from
the distance at which I gave it. I am not aware
whether there were two Government valves and
two ordinary valves attached to the boilers. I
know nothing of machinery. No other person be-
sides the Government surveyor had examined the
vessel, so far as I know. Repairs have been made
by a person under the superintendence of the
engineer, but I am not aware whether they have
always been done by the same person. The
Tonning has been employed during the last
six months in the home and foreign cattle
trade. Among the ports visited have been Co-
runna and Oporto. At the time of the accident
there was an opposition between the General Steam
Navigation Company and our owners in sending
ships to Tonning. Since the opposition commenced
nothing had been done, I believe, to the boilers of
the Tonning to increase the speed of the vessel.
The engineer has never reported to me any defect
in the boilers, and I had no reason to doubt their
perfect safety. lam positive we did not stop more
than ten minutes. I heard no noise previous to the
explosion. If the engineer had asked me for the
keys of the Government safety valves I should have
given them to "him, and should have attended myself
when the examination was made. I have com-
manded several other steamers besides the Tonning,
but I have never given the engineers the keys of the
safety valves. I have never been in the habit of
doing it. I have never seen the engineer of the
Tonning examining the valves, and do not know
whether he ever did examine them. The engineer,
, when I paw hhu three niioutez before tke explosion,
was on the upper deck; I have not had any con-
versation with either the first or second engineer
respecting this accident since its occurrence.
By Mr. Pearce—The distance from Tonning to the
spot where the explosion took place was about 220
or 230 miles. We had come that distance at our ordi-
nary pace, which was eight or nine knots an hour.
I should have noticed it if we had been going at a
greater speed. I had spoken to the engineer a few
minutes before we stopped. He made no complaint
to me about the engines or boilers at any time. The
explosion took place about the time the watches
would have been shifted. Ido not know whether
the chief engineer had seen the Government safety
valves fromsinside the boilers, or whether he could
do so. It is usual for the chief engineer to come
occasionally on deck when on a voyage. He has
sometimes to come on deck to lubricate the engines,
slides, &c. Ido not know who the firemen and
trimmer were who were to come on duty when the
watches were shifted, It was the chief engineer's
province to order that.
By Mr. Cufaude—When the explosion took place,
and when the chief engineer was scalded, he was in
his proper place in the starting-room. The engine
was a steeple-engine, and would have to be lubri-
cated on deck. Two of the firemen were unhurt.
I was taking an observation at the time. I also
took a lead cast, and was attending to it. 1
account for my not seeing the steam escape by my
being so much occupied. The two opposition
vessels were in London when the explosion took
place, and there was no race between us, and we
had no motive to increase our speed. The chief
engineer had been in the vessel longer than I had,
and he was a most experienced, steady, attentive
man, never taking any spirits. He unfortunately
lost a son by the explosion.
By Captain Robertson—The engines had been
neither eased nor stopped from the time of leaving
Tonning till we stopped to take up fish. I think
the engineer came on deck to lubricate the engines.
Our being a faster steamer and making the run in
eight or ten hours less would not have given us
any advantage over the other boats.
By a juror—l never saw any printed rules for
the guidance of the people on board such steamers
as ours. The mate kept a log-book, but it was lost
with the certificate and other things. The vessel
drew about 11 feet water. I believe the boilers
to have been safe, in consequence of no complaints
having been made, and from what I have seen of
them since ; but I know nothing positive on the
subject from my own knowledge. The patch was
put upon the port boiler at the instigation of the
chief engineer, who is now in hospital, and ut-
terly unable to attend. The second engineer is
here.

By the Coroner—l know nothing of the wreck
having been thrown overboard after the explosion.
She came into Lowestoft in just the same state.
The patch is on the lower part of the port boiler,
and remains undisturbed.
By Mr. Pearce—l have frequently gone a much
longer distance than the number of miles between
Tonning and the scene of the explosion without
stopping or easing the engines. We have merely
to carry the beasts so as to be in time for the
markets. The weather was fine and clear, and
there was nothing to retard us at all. I don't
know of the second engineer having gone down
to attend to the furnaces after the explo-
sion, but before the ship was brought into
Lowestoft. He has told me he did so this morning.
It is not true that the ship took fire after the ex-
plosion ; but there was an alarm of fire, and water
was hove down upon the boilers. It was the re-
maining fire in the furnaces that was smoking.
By the Coeoner—The fires were drawn after the
explosion by the second engineer, but I was not
aware that he had done so till this morning. New
boilers had not been ordered for the ship.
George Wilkinson, second engineer on board the
Tonning, stated—l have filled my office about two
years. Mr. Reay has during that time been chief
engineer. I recollect the engines and boilers being
examined by the Board of Trade surveyor, but I
do not remember the exact date. I was on board
at the time. The examination took place in Lon-
don, and I think it took place in May or June.
There were two safety-valves on each boiler—one
government valve and one ordinary valve on each.
I cannot tell from my own knowledge the diameter
of these valves. The proper pressure for the Ton-
ning boilers was 151 b. to the square inch, and all
the valves ought to have opened of themselves
when the steam was above that pressure, as they
were self-acting valves. The two common valves
would act for each boiler ; the government valves
would not. There were two stop-valves, one to
each boiler. The steam could pass freely to each
'boiler, supposing the stop-valves were open, and
they have never been shut since I have been in the
ship. Supposing the steam to have been above
151bs. the valves, if in proper working order, would
have relieved the boilers, and I think any one of
them would have done so. Safety valves sometimes
get out of order, but it is net generally the case.
As far as I know engineers generally examine
valves when vessels are in port, and when there is
time to admit of its being done. I cannot exactly
call to mind any time when the valves of the Ton-
ning were examined by the chief engineer. The
second engineer has nothing to do with such mat-
ters. The working valves have been inspected by
Mr. Reay, in Loudon, within the last three months.
I camiot say the exact time, but it was between
two or three months. The bonnets of the working
veves were taken off by Mr. Reay, and the valves
were lifted. This was the last time I saw them
examined. The weights were taken off, the nuts
were unscrewed, and the valves were examined in
their seats. They were found in working order.
I assisted in unscrewing the nuts. I have not seen
the government valves examined since they were
examined by the Government inspector. I saw the
Goveinment inspector examine them, the machinery,
and boilers. If the valves had been in proper work-
ing order I think the accident could not have oc-
curred. I went off duty at eightin the morning,
and the watch would have been changed at noon.
Just before the watch is changed the stokers do net
generally make fresh fires; it is generally the re-
verse. There is a lever on the working valves by
which the engineer can open then without waiting
for the steam to force them open. If this lever is
lifted by the engineer the steam must escape if too
much is generated; and in that case, assuming there
is a proper supply of water in the boiler, an explo-
sion becomes impossible. When, a steamboat is
stopped for any purpose, it depends greatly upon
circumstances whether the engineer should lift the
valves and open the fire-doors. If you were carry-
ing 141 b. of steam it ought to be done, bnt not with
81b. It would be a proper precaution if the engines
hed been going at their usual speed and were sud-
denly stopped. I think the accident could not have
happened if the valve had been opened. I do not
know whether the valve was opened. I was in bed
at the time. I cannot say whether the lever of the
valve was open or shut when I first went into the
engine-room. I went there about two minutes or a
minute and a half after the accident happened. I
did not touch the lever. I have been on board ship
as an engineer four or five years. Ido not know
whether the engineer had a key of the government
safety valves as well as the captain. I have served
my apprenticeship as an engineer. When I joined
the 'Tonning she had just received the two go-
vernment valves; originally she had only two
working Talyea. I do not know why the extra