The Sun.
London, England, 1861-08-31 00:00:00

TILE ARMY.

The following circular memorandum, addressed
to the army at home and abroad, was yesterday re-
ceived at Woolwich by Gen. Sir it. Dacres, K.C.8.,
from the Horse Guards for circulation.
ic (General Order, No. 147).

" Clothing.

" Ate. 10, 1861.

" It having been represented to the Gen. Commanding_
in-Chief that, notwithstanding the orders contained in the
general order' from this department, dated Sept. 26, 18E0
(No. 767), and in the Var-office circular, dated Jan. 20,
1869 (No. 375), therein referred to, instances still occur of
articles of clothing being returned into store having lucifer
matches, cigar lights, &c., in the pockets, his Royal High-
ness has been pleased to ()vier that in future officers com-
manding will, when articles of clothing are sent into Go-
vernment stores, forward with them a certificate addressed
to the storekeeper, stating that they have been examined,
and that they do not containmatchesor other combustibles.
—By command,

"J. Y. SCARLETT, Adjutant-General."

The authorities have decided on withdrawing the
22d Company and the detachments of Royal Engi-
neers from Chelsea, where the Sappers and Miners
have been employed ever since the strike in pro-
cee

ding with the erection of the new barracks, which
arc being raised in t hat locality, and orders have
been issued for the non-commissioned officers and
men forming the. company to discontinue
their employment at the new barracks, and
proceed to-day to their respective stations at
Chatham, Portsmouth, and Woolwich. This
decision on the part o the authorities at the War-
office has been arrived at in consequence of the
"too?, feeling entertained in certain quarters
ttgaiost any interference by the Government in the
clotstioils now at issue between the employed and
e
'Pleyers in the building trade.
Lle'ltenant Ritchie and 26 non-commissioned of-
ficers ana
man
rived at o ors of the Royal Artillery have Chathamar-
from Sheerness and Tilbury, to
be employed itire-arrangang the artillery placed on
tho fortification,
Chath I.m, under the direction of
the master-gunner of the warrison.

The French regiment of 1,-----
been augmented by three batteries artillery has just
rendered
a company of gun.
necessary by the
ners. This increase has best.
despatch of a detachment of the n%'reend
ttertostates, ~ I re-
until lately, tupenri3cnitioytsao_pCpolicachitnio-nCohtinthae.
Magnetic toys were,
magnet to anything like a useful
Herring's magnetic brushes, &c. Dr. It e
assail now we have
Bard them as the most perfect brushes ht
made,
Wets their mechanical construction, and their as .'*e.
action." They are the remedy for grey tAir,argnettegia'
.al
rheumatism, c. N.B. —Con uterft4its are being tc*.deennit
At ' --ices,
32, Basineutil-stweet, London.

THE TERRIBLE COLLISION ON TILE
LOIVDON AND BRIGHTON RAILWAY.

THE ADJOURNED INQUEST.
BRIGHTON, FRIDAY EVENING.
The sensation caused by the fatal tragedy at the
Clayton tunnel has very little, if at all, subsided ;
every day enlarges the list of the maimed and
wounded. The funerals of Mr. Charlwood, Mr.
Wilson, the two Miss Parkers, Mr. and Mrs.
Wheeler, with their baby, Mrs. Ellen Lower, and
Geo. Westcott took place yesterday, the mournful
cavalcades being attended by great numbers of per-
sons. The remains of Mr. Kean were removed to
London yesterday. The burials of Maria Edwing
and Jane Elizabeth Biden were solemnized to-day.
Miss Barclay's funeral will take place to-morrow.
Coleman, the railway guard of the train run into,
who lies, with four of his ribs fractured, at Has-
sock's-gate, is said to be recovering, and hopes are
expressed by the medical men that he will be able
in the course of a day or two to give evidence before
the jury. The sufferers in the County Hospital are
progressing favourably, with the exception of the
little child, Elizabeth Edwing, whose legs have not
been amputated, as was stated, but who was much
injured and severely scalded. She was worse this
morning.
The inquiry into the causes of the accident was
resumed this morning at the Town-hall, before Mr.
David Black, coroner for the borough. Captain
Tyler, the Government Inspector of Railways, was
again in attendance, and assisted in the examina-
tion of the witnesses.
The jury have made considerable progress with
the investigation. They have examined the en-
gine-drivers, firemen, and guards of the three
trains (saving Coleman), and all the other officials
of the company who could throw any light on the
accident, with the exception of Mr. Hawkins, the
traffic manager. The railway company appear
desirous to assist the jury by all the means at
their disposal, yet their legal adviser and the coro-
ner are still at issue in regard to some docu-
ments withheld by the company which the coroner
calls upon them to produce. The legal advisers of
the deceased and injured persons carefully watch
the evidence with a view to ulterior proceedings
under Lord Campbell's Act, while the company
cannot be insensible to the tremendous pecuniary
liabilities which they incur by the production of
statements made by the servants of the company
for the information of the directors and officers.
The evidence hitherto given has gone a great way
towards clearing up the causes of the accident. It
is stated to be an unusual precaution on railway
lines to have a man at each end of a tunnel (as was
the case at the Clayton tunnel) to telegraph the ar-
rival and departure of each train, and to give the
necessary signals. It has not escaped remark that
the addition precautions used at the Clayton tunnel
have been, in some sort, the cause of the accident.
Had the signalmen at the tunnel been dispensed
with, as on other lines, it is argued that no accident
would have happened, and the trains would have
passed on without interruption. The feeling in
town appears to be that the trains are allowed
to follow each other in too quick succession. One
of the witnesses to day deposed to a statement
made just after the accident by Killich, the signal-
man at the tunnel, that "the trains followed so
quick upon each other that he did not know what
he was about."
Mr.Faithfull, solicitor to the London and Brighton
Railway Company, represented their interests;
Mr. Roupell, barrister, instructed by Mr. J. J.
Stuckey, solicitor, of Brighton, appeared to watch
the case on behalf of the friends and relatives of
the late Mr. Ingledew ; Mr. Lamb, solicitor, of
Brighton, was present on behalf of the representa-
tives of Mr. John Lockstone and Mrs. Jane Eliza-
beth Biden ; Mr. Penfold, solicitor, of Brighton,
represented the relatives of Miss Rebecca Bar-
clay:; Mr. Fryer, of Gray's-inn, watched the case
on behalf of the friends of Mr. Green-
field, oilman, of Union-street, Borough,
also for Mr. John Field and Mrs. Field,
of Montpellier-place, Brighton, and also for Mr.
Edward Sewell, of College-place, Camden• town, the
three last named persons having been much injured
by the collision ; Mr. Pook, solicitor, of 27,
Basinghall-street, was present on behalf of the
friends of Messrs. Thomas and George Noble ' •
also for Mr. Robert Alley and Mrs. Elizabeth
Thompson—these two last named persons not being
at present deceased, although seriously injured. Mr.
Evans, solicitor, of Bedford-row, watched the pro-
ceedings for the relatives of Mr. Geo. Gardener and
Mrs. Christiana Minthorpe ; Mr. Stevens, solicitor
of Brighton, attended for the representatives of Mr.
John Wheeler, Mrs. Wheeler, and Daniel Wheeler,
their son; and Mr. T. H. Reed, solicitor, of St.
Ann's-lane, London, appeared on behalf of the hus-
band of Mrs. Westcott and her daughter, now lying
in the hospital; and also Mr. Henry Watkins
and Mrs. Watkins.
Mr. Frederick Slight, the secretary ; Mr. Geo.
Hawkins, the traffic manager; Mr. Chester Craven,
locomotive and carriage superintendent ; Mr. Perry,
inspector of the permanent way ; Mr. J. S. Farmer,
Mr. George Faithful!, with other officials of the
company were also present.
Mr. Coningham, M.P., the Mayor of Brighton,
with a great many of the gentlemen of the neigh-
bourhood of position and influence, watched the
proceedings during the day, and the crowded state
of the court-room fully testified to the unabated
interest taken by the public: in the inquiry. The
evidence was as follows :
Edward Dudley—l am a stoker in the employ
of the London and Brighton and South Coast
Railway Company, and I acted in that capacity
on Sunday last to the Portsmouth excursion
train. I have been twelve years in the service
of the company. I only casually noticed the time
we left, but I think it had just turned the half-
hour past eight o'clock. Mr. Legg gave the signal
for starting the train ; but I do not know whether
he said anything like "Look out a-head" to the
engine-driver. I noticed the distance signal was
" all right" as we approached the Clayton tunnel,
but I did not look back, as I was looking out for the
other signals at the entrance to the tunnel. I saw
the signalman waving his red flag violently when
we were about a length or two lengths of the engine
from the mouth of the tunnel. When I saw the red
flag I immediately put on the break and ran the
sand down. I think, according to the best of my
judgment, the engine ran 300 yards into the tunnel
before it came to a stop. When the train ceased to
go forwards it ran backwards, but I could not say
how much, probably 20 yards, but I was busy with
the sand-box and did not notice. The engine was
reversed to stop her, and that backed the train a
little. I have never known the signal fail to act
when the train passed over, it but I have not noticed
that one particularly, as the tunnel is only 300
yards from the distance signal, and, therefore, I look
out immediately for the signalman at the tunnel. I
cannot say that I remember having been stopped
by a red flag after I had passed the distance signal.
By Captain Tyler—When I passed the distance
signal I was standing facing the signal. On passing
the signal I looked immediately to Killich's box,
and the first thing I saw was Killich waving the
red flag very violently. The driver reversed the
engine the moment he saw the flag, and I put on
my break. When be shut off the steam we were
going back. The engine was standing still when
the collision took place. We were going 30 miles
an hour when we went into the tunnel. I heard
the train coming before the collision, and my mate,
who was looking over the side rail, must have seen
it. My mate did not say any thing about the
train coming, but he was looking over my shoulder
at the moment, and he flew to the regulator to
open it. Ido not know whether he did so, but I
think he acted as he did to move the train
forward to get out of the way of the coming train.
I stooped down on the footplate and laid hold
of the handrail to protect myself I was partly
sitting on the footplate when the collision occurred.
I had not time to think of jumping off the train. I
looked over the handrail as soon as we stopped. I
did not see the train, but I heard the rattle of its
coming. I was looking over the rail when I heard
the train coming. I was not screwing my break
on. It was quite on when the collision occurred.
When the train stopped in the tunnel it went back
some little distance before the steam was shut off—
I think about 20 yards.
By the Jury—lf Killich had been at the wheel
trying to put the distance signal on, I should not
have seen him. When we went out at the north
end of the tunnel I saw Brown, the signalman,

there, but no one was with him. I did-not say
anything to Brown about the accident. I could not
see back at all, it was so dark and the tunnel so full
of steam. If Killich had run to the mouth of the
tunnel and waved a white flag, I should not have
been able to see it. I have never seen a train in
front of the train I have been on when I have been
running between Brighton and the south end of
the Clayton tunnel. I saw Brown when we went
out at the other end of the tunnel, but I do not
know whether he had a flag in his hand or not. I
think he stood on the box side, but I have fre-

quently seen him on the down side. I think the
cause of the accident was our stopping. I have not
heard that the Portsmouth train failed to set the
distance signal at " danger" in passing over it. If
the signalman believed that the first train had gone
through, he ought not to have shown the red flag.
By the Coroner—l never, to my knowledge, found
that the signalman was not present at the entrance
of the tunnel.

By the Jury—The signalman would not have
altered the distance signal to " safety " if he had
not known the first train was out. The distance
signal might have failed to work.
By Capt. Tyler—l cannot say whether the steam
was full on when we came to a stand in the tunnel,
i
because I was not at the regulator, but it was on. The
steam was shut off before the train began to move
back, and it was then put on again. I did not
know at first whether the engine was going back-
wards or forwards, but I found it was going back.
The engine slipped because my break was on.
When I found the engine slipping I took my break
off, and said "Do not go back." The engine did
not slip after I got my break off. He shut off the
steam. We did not say anything about going
back to the south end of the tunnel. If the
signal at the south end of the tunnel acted properly
and the driver and others did their duty, I think
two trains might be in the cutting at the same
time.

William Butcher—l am a guard in the service of
the company, and have been s© for nearly 11 years.
I was on duty with the Brighton excursion on
Sunday morning last, and we left at 8.30 by my
watch. I think I can speak within a minute as to
the time by the railway clock at the station, and as
to my watch agreeing with it. Mr. Legg started
the train. He did not make use of any words to
me when we started. There were 17 carriages
with three breaks—a break next the engine, then
five carriages, another break, then nine carriages,
and then another break behind, in which I worked.
We went from Brighton to Clayton at our usual
rate of speed. To the best of my judgment, the
Portsmouth train started two or three minutes be-
fore us. When we got to the Clayton tunnel the
distance signal was "all right." I was looking
out for it. When the engine and carriages passed
the distance signal it did not cause it to work on to
" danger ;" of that I am quite certain. I have
never known that one not answer before, but I have
known other signals do so, but that would be
remedied by the signalman at the box turning his
wheel. I caught sight of the signalman at the
south end, about 70 yards before we came to him.
He was waving a red flag, and was on the
platform or stage of the box. He was then
waving a red flag, and continued to do so all the
time we were approaching the tunnel. Whet. I
first caught sight of the red flag I applied my break.
The driver shut the steam off at the entrance to the

tunnel. I should say we went 300 yards into the
tunnel before we came to a standstill. I attribute
the train supping at such a short distance as 300
yards to the engine being reversed and the breaks
put on. I was conscious of the train going back, I
think, 30 or 40 yards. It did not go back very fast.
The train was scarcely brought up when I saw the
other train coming. It might have been a minute
and a half or two minutes. I heard the whistle of
the engine as it came into the tunnel, but I saw the
train first, I showed my lamp with a red light, but
there were two red lamps on behind. I jumped from
the train. A collision immediately ensued, and I ran
back to the mouth of the tunnel. I was enabled to
get by. When I got to the south end of the tunnel
I saw Killich on the stage, and I spoke to him. I
asked him if he could telegraph to Brighton, and he
told me no, but that he had telegraphed to the other
end of the tunnel to say that the line was blocked.
I met the head guard of the half-past 8 ordinary
train (William Boynett), and he asked me to lend
him my lamp, as his was knocked out by the shock.
He arranged with me that I was to go back along
the line, and place fog signals, and I went back with
a red flag and fog signals, which I placed every 250
yards. I had no other conversation with Killich as
to the cause of the accident. I did not say " How
comes all this ?" or " What is this ?" or anything of
that sort. lam quite certain of it.
By Captain Tyler—l knew the distance signal
ought to have turned to " danger" as we passed it.
I did not notice whether the signalman turned it.
I have a seat in the break compartment of the break
carriage, where I was, but I was not sitting on it.
I was looking out of the raised glass window at the
top of the carriage towards the tunnel. Killich
continued to wave the red flag. I did not see him
with a white one at all. The driver shut off steam
just as we were going into the tunnel. I eased the
break when we came to a stand in the tunnel. I
was going to get out with my lamp and papers, but
found the train coming back very slowly. I could
not hear whether the engine was slipping as it went
back. I put my break on again when I found the
train was going back. I did not hear the driver of
our train (the excursion) whistle for the breaks to
be put on. The train was very near still, but not
quite, when I jumped out on seeing the other train
coming. Almost as soon as I jumped the collision
took place:
Are we to understand that the train had almost
but not quite come to a stand, and the collision
occurred just as you jumped out P
witness—Yes, Sir.

What do you mean, then, by saying that the
train was standing still for a minute and a half or
two minutes ? •

Witness—lf I said so, it was a mistake.
Coroner—Shall I erase that from your evidence,
then ?

Witness—Yes, Sir ; it was a mistake. I did not
see Killich go into his box, to the best of my know-
ledge. He continued to wave his flag all the time
we went into the tunnel.

By the Jury—l cannot tell you what was the
commencement of the cause of the accident.

By the Coroner—l do not think there was any
undue or extraordinary time between my train and
the ordinary train. I did not see Killich with a
white flag. He was not down on the level of the
line.

By Captain Tyler—lt was my duty as soon as I
saw the red flag and the train stopped to go back
with my fog signals, but I could not do so, because
the train was going back.
By Mr. Roupell—l saw nothing of the 8.30 train
till it ran into us. I had not looked back for that
train until I saw it coming when I was putting the
break on. We had three tail lights on, but you
could not see them a very long distance, perhaps
half a mile. If the driver of the train that fol-
lowed us had seen our train at all he must have
seen our lights. Ido not think that any one could
tell from seeing the lights whether the train was
standing still or not. I should think any one could
have seen our lights from the mouth of the tunnel
if we were only 300 yards off. The 8.30 train was
a lighter train than ours, and I think they ought
to have been able to stop in as short a space as we
did.

By the Coroner—The Portsmouth train having
passed through the tunnel only a few minutes pre-
viously, there was of course a considerable accumu-
lation of steam and smoke. I think the driver of
the train that followed us might have stopped his
train in the same nistance we did if he had been
looking out, bat there is one reason why they might
not—that is, if the guards did not hear the break
whistle and put on the breaks. The whistle I
heard was the one sounded on entering the tunnel.
I heard the break whistle afterwards.

By the Jury—On entering the tunnel of course
at first the lights are not very readily seen, it being
so dark. I think the self-acting signals are as safe
as an extra man would be if placed 300 yards from
the tunnel. I should say much safer if the signal
did not act. (Laughter.)
By Captain Tyler—There was steam in. the tun-
nel when we stopped the train.
By the Jury—The ordinary train was close upon
us when I heard the break whistle ; perhaps about
100 or 150 yards.
By the Coroner—There were 17 carriages, and,
as each carriage is 24 feet long on the average,
there would be about 140 yards between the car-
riage where I was and the engine, and as the end
of the train was about 300 yards from the mouth of
the tunnel, that would make the engine 400 or 450
yards in the tunnel.

- By the Jury—There were no passengers in my
break. The lights were all right, of that I am
certain.

By Mr. Paithfull—Mr. Lev started our train. I
saw him walk down the platform first, and then he
went back to the other end of the platform. To the
best of my knowledge he went and started the
Portsmouth train.

William Gregory was then put in the box, and,
The Coroner addressing him said—l think it my
duty to caution you that you are not bound to say
i
anything, but f you do say anything it will be
taken down in writing, and may be used in evidence
against you, and must be given on oath. Do you
wish, after that caution to be sworn ?
Gregory—l do, sir.
He was then sworn, and deposed as follows

My name is William Gregory, and I am an en-
gine-driver in the company's service,l have been so
for ten years. I have been accustomed to the main
line. My train consisted of 12 carriages on Sunday
morning last. That is the ordinary train. There
were the engine and tender, two breaks and ten
carriages. One break was next the engine and a
third-class carriage behind the other break. It is
usual to have a break at the end, but a third-class
carriage is put on last, whict. is left at Hassock's
gate, Mr. Legg started the train, but he did not
speak to me. That was at 8,35. I looked at my
watch just at starting. Ido not think my watch
was more than a minute out with the clock at the
station, but I have not compared it. I did not ob-