The Sun.
London, England, 1861-02-08 00:00:00

THE SUN, LONDON, FRIDAY EVENING, FEBRUARY 8, 1861.

TILE FATAL ACCIDENT ON TILE SOUTH

WESTERN RAILWAY.

CORONER'S INQUEST—(THIS DAY.)
The adjourned inquest, on the body of Dr. W. Baly,
was resumed this morning at the White Hart Tavern,
Merton, before Mr. W. Carter, coroner for East Surrey.
Mr. Jones, instructed by Mr. St. Clair Bedford, attended
on the past of the relatives of the deceased gentleman.
Mr. Turner (of the firm of Turner, Sole, and Turner), to
watch the case on behalf of his brother, Mr. Turner, who
was lying at the Mansell Arms, Wimbledon, very seriously
injured.

Captain Mangles, chairman of the Board of Directors of
the South-Western Railway, Sergeant Gazelee, and a
number of the officials of the railway were also present.
Mr. Johnson, of the firm of Bircham and Johnson,
attended as counsel for the South-Western hallway

Company.
The jury having answered to their names,
Mr. Jones addressed the coroner, sitting down, and in so
low and confidential a tone as to be perfectly inaudible to
the reporters, who were situated only a few feet from
him.

After somo farther conversation, which was carried on
in the same indistinct manner,
William Martin was called. He said—l am in the ser •
vice of the South-Western Railway Company as points-
man.
I have been so engaged nearly two years. I have I
been employed at the Epsom Junction during the whole I
time. My dutiei were to attend to the shifting of the
points connecting the branch line with the main line. On
last Monday I was on duty as usual. There is a train due
there at five o'clock p.m.
The witness Holler said at 5, 5.10, and 5 15.
Coroner told him he had already given his evidence, and
he must not interrupt the witness.
Witness continued—The five o'clock train passed Epsom
at 5.18. The next train I expected was the 5.30. It was
the Portsmouth direct, leaving Waterloo at 5.10. One
train from the branch line passed up between these two. I
noticed the 5.10 train approaching. It was about 800
yards off when I first saw it. At that time I had no sig-
nal on. That would be the "all right" signal to the driver
of the train. At that time the points were in the right
position. They were open for the Main line. Nothing struck
my attention as unusual with the train I saw approaching.
I held up the white light—the all-right signal. I was then
standing against the points of the branch line close to my
box. George Dickson was with me at the time. He is
not connected with the South-Western Company. I
noticed the clock particularly when the train passed. It
was 5.31. That is punctual to time. I cannot tell at what
rate the train was coming.
Coroner—Well, about what rate?
Witness—l cannot tell, but to the best of my judgment
I should say about 35 miles an hour.
Coroner—Did Dickson make any observation to you as
the train passed ?
Witness—No. The whole of the train passed. It was
on the down main line. When the train arrived at the
points I can't say whether it was the engine or tender, but
some portion of the front part of the train struck the points.
Coroner—How do you know that ?
Witness—Ey a sudden jerk I felt the blow by having hold
of the lever connected with the points.
Coroner—Are you positive about the state of the points
at that moment ?

Witness—Yes, the points were fully open, leaving the
main line free and clear. I noticed after that that an acci-
dent occurred. I could not see as it was getting dark. I
could net tell what it was, but I knew something was
wrong. I did not leave my post. The first person I saw
coming from the train was the guard. Ide asked me for a
hand lamp. I gave him one. I did not notice which way
he went. My attention was given to putting on the signals
to stop the traffic, both up and down. I put up the
nu);_iliary red signal, which is about eight hundred yards
from in;' hos. I afterwards found that the train that had
passed me was off the line.
Mr. Jones---Was thirty-five miles the usual speed of the
train ?

Witness—Yes.
Mr. Jones—Not going faster than usual.

Witness—No.
Mr. Jones—ls there any regulation about shutting off
the steam after that point is passed ?
Witness—l am not aware of any.
Mr. Jones—Were any repairs going on near the line ?
Witness—Thero were men at work some distance off,
near the Wimbledon station and Epsom junction.
Mr. Jones—When did you see them at work last ?
Witness—On the Saturday, and the accident occurred on
the Monday. After the accident Mr. Strutt, the superin-

tend ext of the line, came down.
Mr. Jones, on the part of the company, said if there were
any'witnesses or persons in the employ of the company
the coroner wished to examine, he would send for them.
He was anxious everything should be elicited connected
with the accidept.
A Juror to Witness—ls it your duty to see to the points
When the 5 O'clock express train passes ?
Witness—Yes, they were all right then and before the

next train passed.
Coroner—Did on hold the lever when the 5 o'clock es*
press train passed as you did when the train which met with
the accident passed ?
Witness—Yes.
Coroner—Did you feel any jerk then ?
Witness—No.
Coroner—Were the points in perfect order ?
Witness—Yes.
Mr. Jones—How far off the Epsom junction were the

repairs going on ?
Witness—About 400 or 500 yards.
The Coroner—Did you notice the condition of the points
after the accident?
Witness—Yes ; the north one was broken, but not quite
separated from the rail. It would be more proper to say
the point was bent. [The point was hero produced.] The
piece of metal was broken off to allow the trains to pass
down the Epsom line. No trains passed over the line
before the point was removed. It was taken off by one of
the inspectors named Herbert.
A Juror—How many hours out of the 21 are you on duty ?
Witness—Nine hours.
Mr. Johnson—You pulled up all the danger signals after
the accident ?
Witness—Yes—the lever of the point is always held
back as a train passes. I have felt usually a slight vibration
as the trains went over, but never so violent as on tho occa-
sion of the accident.
Mr. Johnson—Who is the Mr. Dickson you speak of ?
Witness—Ho is a farmer. His land is on both sides of
the line. I saw him approaching as the train was crossing
up, and I called out to caution him. He crossed the line
and was standing at my box when the accident occurred.
Mr. George Dickson—l am a farmer, and live at Merton.
I know the points at the junction of the Epsom and Leather-
head Railway with the South-Western. On Monday week
last I was near the junction. I went on the line from the
right hand side, just beyond the bridge, opposite the points.-
man's box. Nothing particular occurred at that moment.
I wasegoing across not with the intention of speaking to
the pointsman. I said, " It's a beautiful night ;" and he
replied, " You look 'out, sir, there's a train coming." I
stopped for a minute outside his box while the train passed.
I kept my eye upon the approaching train, and saw nothing
wrong. At this time the pointsman was standing close
to me. I believe he had hold of the lever. I was
rather frightened at being so near the train. After the
train, or rather the latter part of it, passed where I stood,
one of the handles of the lever broke off and flew down the
line for some distance. The pointsman then said, to the
best of my belief, " Good God I something's happened." I
afterwards found that some of the carriages were off the
line. I remained for some hours after and rendered assist-
ance to the passengers. I saw that one of the points was
bent and standing nearly upright. I then went for-
ward, and found thtt Dr. Baly was under a carriage.
After 10 o'clock, I passed up the line towards Wimbledon.
I did not discover anything that might have caused the ob-
struction. I looked at the rails to see if the wheels of the
carriages had been off the line, but could not discover
whether they had been or not. I had a lamp in my
hand.

By Mr. Jones—More than half an hour elapsed before I
examined the points. There were plenty of people aboutwith
lights, but I cannot say positively who held the light for
me to see by. I will swear the point was broken, but not
separated from the rail, when I first saw it. The least thing
would have severed it.
By Mr. Johnson—l did not observe that the train was
travelling faster than usual. I have land on both sides of
the line, and I frequently cross the line. I have stood on
former occasions while the train r4ssed, but I felt nothing
more thstu on ordinary occasions, The handle of the ierer

first flying off attracted my attention. On examination I
discovered an indention on the sleepers, as if something had
passed over them instead of the metals. It was only for
about 20 yards upward that I could discover any marks on
the sleepers. I could only find the indention on one side
of the line. It was on the inside rail of the down line. I
should think the indention was caused by some of the
wheels going wrong. The mark on the sleelcrs was about
three or four inches from the metal.
William Martin recalled, and examined as ;o the position
of the point after the accident, as they difered in some
respects as to how it was situated when it was examined
after the accident occurred. When I looked at the points I
saw that something had been on the sleepers. It had the
appearance of being the marks of a flange of a wheel. The
marks were inside the right rail of the down line. The
marks were on the wood work on the bolt head, and on the
plate near the switch. I did not find anything that was
likely to have caused the wheel to go off the line.
Mathew Matthews said—l am in the employ of the
South Western Railway as guard. I have been so since
1851. On Monday the 28th I was guard to the 5.10 train
from Waterloo to Portsmouth. I started it. Cooke was
the engine-driver, Robinson the fireman. It started at 11
minutes past five. It :was an express train, and the first
stoppage would be at Guildford. Nothing occurred until
after we passed Wimbledon station. I perceived
there the "all-right" signal. I should think
we were going about twenty-six miles an hour.
As I passed the pointsman I saw one of the carriages jump-
ing. It seemed to rise and then turn. I then applied the
break and was holding it as tight as I could. The next
thing that came to my knowledge was that I found myself
on the roof of one of the carriages on the embankment to
the left side. I got up as soon as I was able, and get out
through the van window, and ran back to the pointsman,
took the policeman's lamp up, and proceeded up the
line towards London, and put down three detonating sig-
nals, and waved the lamp, which showed a red light, to
stop the 5.15 train from London. The train came and
stopped. I went back to the Epsom junction, and took the
fireman with me. I fount there were several carriages
down the bank and five carriages standing on the line.
There was a carriage lying across the line on its side. I saw
when the carriage was lighted up a man taken from under
it. I saw nothing before I saw the carriage rise. I cannot
say which carriage it was, but I think it was one near the
tender. The break had passed the Epsom junction signal
about a yard. I saw both the auxiliary signal lamps alight.
lam positive the lamps were alight. There can be no
mistake about it. I had had no occasion to slacken the
speed of the train after we passed Wimbledon station,
until the accident occurred.
By Mr. Johnston—We often pass the Wimbledon station
at 30 miles an hour- The train in which the accident oc-
curred passed that station at about 25 miles an hour.
By Captain Yolland—There was a connection between
the guard and the engine-driver of the train. The driver
did not whistle, to my recollection, before the accident
occurred. I don't say he did not do it, but I did not

hear it.
John Robinson—l am a fireman in the service of the
South-Western Railway Company. On Monday, the 28th,
I was on the 5.10 express to Portsmouth. Matthews
started the train. The tender is attached to the engine by
three couplings ; my duty is to screw the engine and tender
on to the train. It is the driver's duty to see the engine
and tender are properly coupled. After passing imble •
don I noticed the signals wore all right. After passing the
pointsman at the junction I felt a sudden jerk from the
train, such as would be caused by a sudden application of
a guard's break, or some carriage off the line. At the same
time I heard two half-smothered whistles from the engine.
On looking round I saw two carriages off the line. The
two next to the tender. At the same time I looked round,
and then the tender jumped off. I was going to place
my band on the break, and foot on the footplate,
when the engine broke from the:tender. I hung on by the
engine, and there I stuck, I assure you. (Laughter.)
The engine was stopped at New Malden. Immediately
after the accident I put the danger signals in front of the
engine. It was my light that stopped the up-train at
Malden. It was not booked to stop there. It was entirely
owing to seeing my danger lights. I don't know what
could have caused the carriages next the tender to go off

the line.
By Capt. Yolland—We were running at our usual speed.
Coroner.—What might that be?
Witness—About 24 or 25 miles an hour passing the
junction.
At this point of the inquiry it was adjourned until 10
o'clock neat Friday morning.

FRIGIITFUL EXPLOSIoN IN THE

FLEET-.LANE SEWER.

THREE MEN KILLED AND ONE MISSING.

This morning a fatal occurrence took Waco in ono of the
sewers used for the drainage of part of the city of London,
whereby three unfortunate men have lost their lives, and
one other man is missing, and has, it is conjectured, been
washed away by the flow of sewage in the pipes.
From information obtained the ' following appear
to be the facts as far as they have transpired.
Between three and four o'clock this morning the
men proceeded as usual into the several sewers under
ground for the purpose of flushing them, the four men in
question, namely, Bryan, Daniel Horrigan, John. Delaney,
and White, descending into the Fleet-lane sewer by the
entrance in Seacoal-lane, Skinner-street. At eight o'clock,.
the usual time for leaving work for breakfast, the four men
not making their appearance, some anxiety was manifested,
and Thomas Folley, the foreman of the men, with seven or
eight other men, expressed their willingness and desire to
descend to look after the missing men. They accordingly
went down the same opening in Seacoal-lane, and after
proceeding some distance they discovered Bryan,
Horrigan, and Delaney lying apparently lifeless. As soon
as possible they ascended the opening with the men, and
conveyed them at once to St. Bartholomew's Hospital,
where the bodies were seen by Mr. Woods, the house sur-
geon, who pronounced life to be quite extinct. It is sup-
posed that the unfortunate men rant with their death from
on explosion of the impure gas; from the refuse being
flushed up from the upland sewers. The occurrence has
been reported to Mr. Haywood, the engineer to the City.
Sewers Commission, who expressed to our reporter that it
was the more extraordinary, as the sewer in question was a
new one, and was remarkably free from stagnant vapour,
and well ventilated. A strict search is to be made for the
missing man White this afternoon.

THIS _DAY'S NARIKETS.

CORN EXCHANGE.

1 ;The quantity of English wheat received fresh up to-day,
both from Essex and Kent, was limited, and chiefly in poor
condition. Selected samples were disposed of readily, and,
in some instances, prices were a shade higher; but other
kinds moved off slowly, at late rates. _ _ _

We were again supplied with foreign wheat, in which a
fair average business was transacted, at previous currencies
Floating cargoes wore held at full prices.
Fine barley commanded full quotations; but all other
kinds wore very dull.
The malt trade was in a sluggish state ; nevertheless,
prices were supported.
Oats were quite as dear as on Monday. Buyers are
waiting foreign arrivals.
Both beans and peas changed hands steadily, at full
currencies.
There was a fair demand for flour, both English and
foreign, at full quotations.
ARRIVALS TILTS WEEK.
Wheat. Barley. Malt. Oats. Flour.
•• .. 1,110) 2,350 3,070 420 I 640
Irish.. — 1,200
F0reign........ 30,430 21,500 3,700 j 300 sacks
23,720 brls.

THIRD EDITION.

SUN OFFICE, Seven o'clock.

DELHI AND LUCKNOW PRIZE
MONEY.

The Gazette of this evening contains her Majesty's
warrant for the distribution of the Delhi and Lucknow
Prize Money in the following proportions :—Of the Delhi
prize money one twentieth part of the booty and proceeds
to be distributed to and between the legal personal repre-
sentatives of the said late Major-General Sir Henry Bar-
nard, the said Lieutenant-General Reed, the said Major-
General Sir Archdale Wilson, Baronet, and the legal
Personal representatives of the late Major-General Penny,
respectively, to be distributed to, and divided amongst them,
and the legal personal representatives of those deceased, in
proportion to the number of days during which each of
them respectively held the aforesaid Chief Command.
Of the Lucknow prize money to the then Commander-in-
Chief of our forces in India (Colin, Baron Clyde, of Luck-
now), one-twentieth part of the whole of the said booty

and proceeds.
Of the Delhi and Luclmow prize money the following
proportions, as far as the same may be applicable to the
several ranks of Officers and Men engaged therein, such
scale and proportions being settled and determined, and
fixed by and according to a calculation of the day's pay of
each rank, and being in the proportion of one share for each
day's pay ; videlicit :
Lieutenant-Generals—One hundred and fifty-two shares.
Major-Generals—Seventy-six shares each.
Brigadiers—Fifty-one shares each.
Colonels and Lieutenant-Colonels—Seventeen shares
each.

Majors—Sixteen shares each.
Captains—Twelve shares each.
Lieutenants, First-class, atter seven years• service—
Seven shares and a half each.

Lieutenants, Second-class, under seven years' service—
Six shares and a half each.

Ensigns—Five shares and a half each.

The shares of officers in command of regimsnts to be
double the amount of the shares attached or accruing to
them, according to the day's pay of their regimental rank
only.
Staff-Sergeants—Three shares each.
Colour-Sergeants--Two shares and a half each.
Sergeants—Two shares each.
Corporals—One share and a half each.
Privates—One share each.

All officers on the divisional, personal, and general staff,
to be allowed shares according to their staff-pay, added to
the half-pay, of their respective ranks.

REGIMENTAL STAFF.
Adjutants—Ten shares each.
Quartermaster—Six shares and a half each.
Paymasters—Twelve shares and a half each.
Riding Masters—Nine shares each.
Surgeons—Fifteen shares each.
Assistant-Surgeons—Ten shares each,
together with any additional shares to which they or any
of them may be entitled, in virtue of additional pay for
length of service.