The Sun.
London, England, 1861-08-29 00:00:00

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IN EIV S PAPER
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.\- 1) I.E.': . '"t - '"lri "; 6,?V',,'";N * r'lr.‘",-,','l ' ° ROI T- '' ,'" q i,V4- 41-11 Pr. + THE TERRIBLE COLLISION ON THE
LOADON AND BRIGHTON RAILW
.„...

47.

BRIGHTON, WEDNESDAY EVENING.
Mr. Anthony Kean, whose death we announced
yesterday, as being the twenty-third resulting from
this frightful accident, was a master tailor, resid-
ing at 54, Goswell-road, London.
The child Elizabeth Edwin, eighteen months
old, with both legs fractured and very much
scalded and bruised, still remains in a very pre-
carious condition. Thomas Parker, of St. James's-
street, Brighton, who had received a desperate
wound on the forehead, and was otherwise Severely
bruised all over the body, is progressing 'slowly.
The inquest was resumed in the magretrates'
court at 2 o'clock this afternoon.
professional gentlemen
the attended on •
persons killed and
injured as were named yesterday.
Mr. Fryer and Mr. Evans appeared for the in-
jured persons, and Captain Tyler was again pre-
sent to watch the proceedings on behalf of the
beThahlef osfamthee
Board of Trade.
The names of the jury having been called over,
Henry Kellick, the signalman at the south end
of the Clayton tunnel, was examined in continua-
tion of the evidence reported yesterday, as to the
working of the signals.
By the Foreman—The driver had shut off his
steam when I showed the red flag. It was about
three or four minutes before the third train came
round the curve, from the time it came in sight.
When I telegraphed, " is she through 2" as to the
second train, the third train was just coming round
the curve. It takes three minutes for a train to go
through the tunnel. Then did you not know that
it was impossible for the train to have got through
when you telegraphed, "is she through ?"—The
witness hesitated, and at length said he was put
out, and that vas the reason be supposed why he
telegraphed. He was put s ,zaneh out by the
third train coming on.
Another juryman observed that the witness in
his exaMination in chief , stated that there was
about four minutes between the two trains, and that
a train would go through the tunnel at speed in 21
minutes.
The Coroner, at the request of the juryman, read
his notes as to the point, which in effect showed
that the witness had described the third train as
about four or five minutes behind the second.
By the Jury—When the signal does not act by
means of the train it has to be worked by hand,lbut
on Sunday it would not work by hand. The trains
always have the lights behind day and night. I
was told on Monday to go home, and when I was
wanted I would be sent for. That was the reason
I was not in attendance when the jury went to the
spot on Monday night. Mr. Farmer told me that.
We have no assistance. I get a pound a week
wages. We never leave the place while on duty.
Our dinners are brought to gas, If we require to go
away for any necessary purpose kve have nobody to
leave in charge. I have never, before Sunday last,
known two trains in the tunnel at the same time on
the same line of rails. If I had had assistance
on Sunday I should have sent on to prevent the
third train going on• into the tunnel until I was sure
the second had passed through.
Mr. Roupell—Then the three trains came up
within 7 or 8 minutes ?—Yes.
And all were proceeding at the usual rate ?
Yes. When the third train came up the danger
signal was set, and when I received the reply from
the other end of the tunnel I altered it to all right,
end the train came up and rushed into the tunnel.
The train did not shut off steam immediately the
driver saw the danger signal. It was not his duty
to do so. Had I not exhibited the red flag the second
train would not have shut off steam at all, but would
have gone on through the tunnel. I did not know
that the train backed while in the tunnel. I have
heard that it did.
Mr. Evans, Mr. Pook, and Mr. Fryer, put some
questions to the witness principally as to the sig-
nals, but without eliciting any further information.
The witness stated it sometimes happened on a
Sunday night that three trains ran. as quickly fol-
lowing each• other as the three trains in question.
I am not provided with oil to oil the signal. It
ought to be oiled with oil that don't Purr, which
lamp oil does. It is not my duty to keep the signal
oil.

The Coroner here referred the witness to rule
206, which makes each pointsman and signalman
on duty responsible for keeping the points and sig-
nals in perfect working order and well oiled, but of
the existence of which he did not appear to be
aware.

By Mr. Faithfull—All my duty as to down trains
is to signal back with the needle to the other end
of the tunnel that the train has passed. This would
not take more thanlialf a minute.
James Brown, the signal man at the north end of
the tunnel, was next called. I have been signalman
at that post nearly eight years. I went on duty last
Sunday morning at 8 o'clock. The first thing that
happened was my receiving the signal from the
south end " Train in." I do not know what time
that was. I acknowledged the signal. The train
came out of the tunnel at 8.45 by the clock in the
box. It did not appear to me longer in the tunnel
than it ought to be. I sent a message back, " Triin
out," directly it came out. That was acknowledged.
In about a minute after I received another message
that a second train was in; that is not unusually
quick. I acknowledged that immediately, or in
about half a minute. I looked for thattrain coming
out. It did not come out. I did not do anything in
consequence. I received no other message at that
time. I waited four or five minutes for the train to
come out. I waited in the box two minutes more.
The Coroner here gave the witness the same caul
tion as he had given to the witness Renick, but on
his replying that he would answer any question
that might be asked, the
Examination was resumed—l received another
telegraph message at 8.52—" train was not out." I
answered " Yes,' thinking that the other signal
man was speaking of the first train. An answer
from the south end came, "No; they have run
into each other." I got that message at the same
time, 8.52. It was all one message. I have known
the signal at my post fail to act. I can't say how
often, but perhaps two or three times within two
or three years. It has failed to act from the train
wheels passing over, and also from my wheel from
the box. We have a semaphore signal at the tun-
nel, and the red flag which we use when the ordi-
nary signal fails to act. I have always reported
when the signal was out of order by sending word
to the Hassock's station. I don't recollect when I
last reported it out of order. In that case we signal
by time—that is by the time the trains are due.
We have the times in our rules, but we don't go
exactly by that, but by our own judgment. It was
some minutes after the Portsmouth train had come
out of the tunnel that I received the message stating
thatithere WAS a collision.
By Captain Tyler—I don't know whether my
clock was right. I have no other time to compare
it with. I did not book the time, but recollect it.
We take particular notice when the trains are late,
which was the case on this occasion. I did not look
at the clock when the message came of the second
train in. I guessed that it was a minute after. We
keep no book to enter the time of the trains passing.
We always telegraph " all right" when the train
has passed.
What were the words of the message you re-
ceived informing you that the train was not out ?
The message was in full—" The train was not out."
What did you think he meant ?—I thought, for
the moment, he meant the first train, and that he
meant to ask whether the first train was out.
Is that the usual way for asking if a train is out?
—No, the usual way is to give a beat of the needle
to the right and a beat to the left to ask if train
was out. That was not the signal he made. It
did not occur to me that he was asking about the
second train. I had received two signals in, and
had given only one out. I had not forgotten that
I had given one out. I did not understand that the
message applied to the second train, till he told me
that the trains had run into each other. If a train
after being signalled remains longer than venal in
the tunnel, I should make no inouiries from the
other end. It would be the duty
of the man at the
south end to ask me, should the train remain longer
than usual in the tunnel. I always allow five
minutes at the north end after telegraphing for the
train to pass through, and if I do not receive the
return signal then I telegraph to inquire. It is not
with
mile off.
it won't
don't
my duty to keep the signals in order. If it is out
of order it is my duty to report it. I could not
keep it in order, for it is half
know what is the matter ait when
work. I have only one needle to work both lines
with.
By the Foreman—l am sure the answers I have
given as to time are correct. There were no other
messages than those I have stated. I don't think
it would have been possible for the signalman at
the south end after he received the message " yes "
from me to have gone back and altered the signal.
By the Jury—No down train came there during
the time. I have had no conversation with any-
one as to the evidence I was to give here to-day.
Charles Dewing, the second signalman at the
north end of the tunnel, was next called, and
deposed that he had been nine years in the ser-
vice of the cocnpany, and generally confirmed the
evidence of the two last witnesses as to the duties
of the signalmen and the ordinary course of sig-
nalling.
The inquiry was then further adjourned.