The Sun.
London, England, 1861-08-28 00:00:00

THE: SUM LONDON, WEDNESDAY iI'VENING, AUGUST 18, 1861.

VIE TEMIBLE COLLISION ON 2RE
LOADON AND BRIGHTON RAILWAY.

BRIGHTON, TUESDAY EVENING.

The inquest was resumed this afternoon, at two
o'clock. at the Town-hall, before Mr. David Black,
coroner for the borough. The room, as on the pre-
vious occasion, was densely crowded.
Mr. Faithfull, solicitor to the London and
Brighton Railway Company, appeared to watch
the proceedings on their behalf; Mr. Roupell, bar-
rister, instructed by Mr. W. A. Stuckey, of
Brighton, attended on behalf of the relatives of the
late Mr. Ingledew ; Mr. Reed, barrister, instructed
by Mr. T. H. Reed, of St. Ann's-lane, represented
Mr. Kean ; Mr. Penfold, of Brighton, was present
on the part of the friends of the deceased Miss
Barclay ; and Mr. Lamb, of Brighton, appeared
for the relatives of John Lockston and Jane
Elizabeth Biden. Captain Tyler, of the Royal En-
gineers, was present as the Government inspector
from the Railway Department of the Board of Trade.
Mr. Frederick Slight, the secretary of the com-
pany ; Mr. George Hawkins, traffic manager ; Mr.
J. C. Craven, locomotive and carriage superinten-
dent; Mr. 3. Farmer, Mr. W. Groves, and other
railway officials, were also present. Mr. Conyng-
ham, M.P., Mr. G. Nix, and other directors of the
company, were also watching the proceedings.
The first witness was Mary Temple, who said—l
live at 16, Sussex-road, Brighton. I identify one
of the bodies shown to the jury as that of Jane
Elizabeth Biden. She was 24 years old, and was
the wife of William Biden, a carpenter. I was not
in the train at the time of the accident.

Elizabeth Diaper said—l live at 5, Matilda-ter-
race, Caledonian-road, Islington, and I have seen
the body of Elizabeth Wright, which I identify. I
was in the train on the day in question. She was
a married woman, her husband being a law writer.
James Whittle, of the Brighton police—l was
present when the jury viewed these, and was also
present when the two last witnesses identified the
two bodies they have respectively named.
Mr. Jacob Wcbley said—l am superintendent of
the station at Brighton, and have been so for up-
wards of two years. I was not on duty on the
morning on which this accident took place. I know
that the first train starting out in the morning is
the one leaving Portsmouth at 6 o'clock, and that
leaves Brighton at 8.5. That is an excursion train,
which went through to London, not taking up pas-
sengers at Brighton. The next train is the 8 15
Brighton excursion. The train from Portsmouth
generally got to Brighton at 8 o'clock, and left
for London five minutes after. lam not aware
that there has been any want of punctuality
as to that train. I never remember that
it was more than five minutes late. I keep a
diary of the trains I superintend. As far as
my knowledge goes, it is punctual, bat
is the
am
not on duty on Sunday. The next train the
8 30, which is a third-class ordinary train
for London. The Portsmouth train does not stop till
it gets to the Norwood Junction, nor does the 8 15,
unless they have to stop to take in water. The 830
i
stops at all stations. It s the duty of Legg, the
assistant station-master, to start the trains. In the
event of two or three trains being near one another
as to the time of starting, and the second one is
late, it would not be allowed to start bill the other
had gone five minutes. It would be my duty to
arrange the number of carriages, but it is a regula-
tion that there should not be more than 20 to any
excursion train. I do not mean to say that we never
have more, we sometimes have 24 or 25, but that is
the extreme limit as far as I know, unless two
trains are put together, when the number may be
30. As soon as we have 20 carriages we put on an
extra break, there being two for the 20 carriages.
There is always a break next the engine, and one at
the rear of the train vi ith excursions, but not so
with the ordinary trains. In this case at the end of
the train there was an ordinary second-class car-
riage with a guard's break in it. That is as I am
told. The delay in starting trains is from the branch
trains for the London trains arriving too late. I have
never known the train to be delayed from any fault
of the stoker as to the fires. I cannot tell you the
duties of the driver or the guard. I can tell some-
thing about the signalman's duty. The book which
I hold in my hand contains the rules and regulations
of the company. I have one, and every servant of
the company has one. [The book was put in. It
contained the " Bye-laws, rules, and regulations to
be observed by the officers and servants of the Lon-
don, Brighton, and South Coast Railway Com-
pany."] As far as I know, the rules are abided by
by all the servants of the company.
By the jury—When a train is late we keep the
next:back for five minutes, and the caution signal
for five minutes longer. I believe the trains are all
calculated to run the same speed. There is a register
kept by the guard and a locomotive check.
Several other questions were asked by the fore-
man, but so indistinctly and so rapidly as entirely
to prevent any report being taken.
Mr. Faithfull said that the object the coroner had
in view was to ascertain the cause of the death of
certain persons, and the Court ought not to be made
the vehicle of enabling anyone who was the repre-
sentative of a living person to gather information
which might be used on another inquiry.
The Coroner—l quite agree with you in what
you have said, but in a case of this description, I
shall, in the exercise of my discretion, hear every-
body who thinks proper to come forward and give
me any information. It may be that facts may
come out which will, collaterally, affect other mat-
ters, but that I cannot help. It is my duty, I think,
to hear anybody who may offer any information,
but the question put by counsel or solicitors must
be pertinent to the matter of the death of any one
of the sufferers.

After a few inaudible remarks from one of the
legal gentlemen on the other side of the room,
Mr. Conyngham, M.P., said,—l beg to say on
behalf of the directors that they are anxious for the
fullest investigation.
By Mr. Reed-1 have been in the company's
service two years and a half, and so has Mr. Legg.
He is under my supervision, but does not report to
me the time of starting the trains. He does not
register the times. The guard does that, and if he
wants any information he must go to the book.
There is a register kept at the station, which is
transferred from the guard's book. That book will
be here. The guard transfers the entries from his
Pocket-book to the register-book on his return. The
hooks are examined every day by a clerk in my
°filce. There is a special written report made by
the
guard of each train that starts late to Mr.
Hawkins. If a train is late in the assistant-station-
master's time of duty he reports it to the manager.
I do not know whether Legg was on duty. I came
on duty a few minutes
before nine o'clock. The
been train would have eennmade up on Saturday by the
foreman of the shnutl do not know how many
° carrianes there were.iasnot my duty to inquire
when I come on duty
witii it
trains have left. The
register of the starting is
seat to
Mr. Hawkins on
the following day after it has taken
place.is CTolhee-
name of the guard of the excursion train
the entries
Cole-
man. Ido not know whether hemade
in the register-book from his pocketbook. lam not
prepared to say if there was a guard on the break-
van, because Ido not know. 'i he traffic manager
AR
regulates the speed of the travelling.
-- rule,
e xcursion trains travel as fast as ordinary trains.
We have no communication whatever with the Sig-
nad-box on this side of the tunnel, and if we were to
start half a dozen trains we have no means whatever
of letting the signalman kno vv. The duties of the
signalman are defined in the book of rules, but I do
not know the name of the man on duty on that spot.

Ry Mr. Roupell—The nearest point that we can
communicate by telegraph is Hassock's-gate. If the
train starts at its ordinary time we do not commu-
nicate by telegraph. If we had three excursion
trains start within half an hour we should not tele-
graph them, because notices are duly issued of their
going; but, if a special train was put on, then
notice would be sent by telegraph. Each Saturday
thee list is made out for the next week. All I know
and have said about the Portsmouth train is/hear-
say. If more carriages are wanted to a train on a
Sunday morning Legg would regulate that, accord-
ing to the number of passengers, and the locomotive
foreman and the engine-driver would decide about
s.ny additional engine power being needed.
By Mr. Lamb—lf an excursion train had five
minutes' start of an ordinary train it would get
between two and three miles ahead. If an excursion
train started five minutes ahead of an ordinary train
I do not think it would readily get within even 500
Wards of it. The examination of this witness was
continued for some time, but the replies threw no
further light on the inquiry.
Jelin Chester Craven was the next witness. He
said..../ .
am locomotive and carriage superintendent
on the London and Brighton Railway. I am ac-
quainted Clayton tun with the gradients to and through the
in five milegu.,l The rise to the tunnel is 35 yards
eh I consider a very easy rise. The
gradient then welh
escands 1 in 237 for three-quarters
of a mile. It isoi,ahlaell all through the tunnel. A
train, therefore Itwl.ohad no difficulty in proceed-
ing to the tunnel
through. It is a
straight
have none in passing
line for a mile and a
half, and the tunnel Itse nearly straight.
The train puts on the &mauler_
viugnal, which is 300
yards from the signalman,
the flange of the
wheel. The flange works by
a lever which reverses
the signal and thus puts it on.
When the signal is
s
straight with the line it signifiest
angles across the
that the train is
to go on, and when it is at rig
ehworks
the
signal
line it indicates that thetrain should Stop- The
signalman has a Wheel whi -
a train passes. along the
under his command. When
work unless
flange of the wheel i trust the signal n
there is some disarrt Vigent of the machinery.
Ble--

Should a train fail to put on the signal the signal-
man has power to put it on.
Coroner—Do you think it possible or credible
that if there were three trains that one would work
the signal, the second piss over it without working
it, and the third work it again ?
Witness—Yes, I have known them work a great
many times, and am aware that a second train has
passed over without the signal being touched.
Coroner—How do you account for that ?
Witness—By the expansion of the wires. I have
known them expand so much that they have be-
come quite slack and unable to put the signal on.
Coroner—Yon have really observed that yourself?
Witness—Yes, I have seen it before, and we have
a rule calling the attention of the men to it.
Coroner—Have all the carriage wheels the same
depth of flange ?
Witness—They are all turned to a gauge, but the
engine-wheels are an inch deeper in the flange,
Coroner—Does the flange do anythingelse besides
work the signal.
Witness—Yes, it rings a bell.
Coroner— What is the bell for ?

Witness—To call the signalman's attention to
the fact of the train running over it. On Sunday
morning, at a quarter past nine, I got a telegraph
message, " Clayton-tunnel, a block on both
lines ; send assistance." That came from Has-
sock's-gate. I took a special immediately, and
went with men down the line. When I got
to Clayton-tunnel I saw there had been a run
into of two trains, and I came back for Mr•
Hawkins and other assistance, as much as I could
get. We went back and I left Mr. Hawkins to
make the inquiries, and myself and men went to
clear the ruins.
Coroner—Just describe the position of the train.
Witness—When I got there the second time the
engine and part of the train had gone on. I found
the engine of the Brighton third-
class had mounted
on the two hindermost carriages of the excursion
train. There was a second-class break last in the
train, and a third-class carriage next to it, and there
all the mischief was done. All the dead lay there
under the carriage,
except one woman and child.
We got them all out
as quickly as possible, and re-
moved them to Brighton. I saw one guard, but I
don't know him by name. It depends a good deal
upon the weather as to what time is allowed between
the starting of trains. We give more time in dark
weather. We do it every day at London • if we
did not, we should never get through our business.
It is a matter of judgment. The Brighton excur-
sion, I believe, had 17 carriages on, and the ordi-
nary train 12 carriages, and I believe either train,
if it was going at the rate of 30 miles an hour,
could, upon receiving a signal, stop in 600 yards. I
am taking into consideration the load and state of
the rails that morning.
By Captain Tyler—There is a special rule relat-
ing to the failure of the self-acting apparatus, in
which the men are held responsible for the proper
working themselves should any failure take place.
It is what is called the Whitworth signal. The
signal appeared to be in good order in every respect.
There is a handle in the signalbox which the signal-
man can use in case the self-acting signal should fail.
By the jury—The breakvan was empty, and those
who were killed were in the next carriage. It
seems to me that the breakvan being there did more
harm than good, as the engine pushed it over, and
mounted on the second carriage. By the proper
uae of the distance signal the third train could be
stopped, although the second was just outside the
tunnel. There is a rule which defines the duty of
the signalman at the end of the tunnel to block the
ling if he knows a train to be in the tunnel. No
other train ought to be allowed to go into the tun-
nel unless it is known the tunnel is clear. The sig-
nalman ought to wait for a reply to his telegraph
as to whether,the train had left the tunnel or not
before he allowed another train to enter. It is the
duty of the drivers of all trains to pull up immedi-
ately they see a red flag or danger signal, and if they
cannot pull up until they get into the tunnel it is
their duty to remain there, and not to back out. It
is so arranged that the train passing over the signal
must ring the bell, and if the bell did not ring, the
only information the signalman would receive would
be by hearing the train coming.
The Coroner—But did the bell not fail to ring
that day ?—Yes, but the signal acted. It is quite
possible for the signal to be put on without the bell
ringing.

The-Coroner—As far as my belief goes, last night
the trigger did not ring the bell nor put on the
signal.
Witness—Until you said that, I should have been
disposed to say that it was not possible for a train
to pass without doing one or the other.
By Mr. Reed—l live in the station, but I did not
not see either of the trains leave. All the signal-
men are under the direction of Mr. Hawkins. I
never heard that this signal had been reported de-
fective. It must have come to my knowledge if any
such report had been made. After the bell has once
rung it must be reset before it can ring again. The
signalman is bound to exhibit the stop signal until
he receives the telegram that the previous train has
passed through all right. If the train fails to put
the signal on it is the duty of the signalman to put
it on himself, and if he cannot do so, owing to dis.
arrangement of machinery, he ought to exhibit a
red flag. It is his duty also to keep the signals well
oiled. I don't know whether this signal has been
kept well oiled. I don't know who the signalman
was who was on duty on Sunday, and I don't know
that I saw him, or if I did that I should know him.
Mr. Reed—Were any of the signalman given into
custody ?
Witness—Not that I am aware of.
Mr. Reed—ls the same man at work at the tun-
nel to-day as was there on Sunday ?
Witness—l don't know.

By Mr. Roupell—The lines rises all the way from
Brighton to Clayton tunnel. The signalman 's box
is close to the mouth, and he has a handle in his box
to use if the self•acting signals fail.
By Mr. Lamb—On such a day as last Sunday
trains leaving at intervals of five minutes would get
two miles apart.

By the jury--The bell is by no means as impor-
tant as the signals. I cannot explain why the sig-
nal would work at one time, fail the next, and then
work the third without being touched, unless it is
owing to the heat of the weather.
_ • _

Charles Legg was next sworn. He said—l am
station-master and superintendent at Brighton. I
took the time of the starting of the three trains.
The one from Portsmouth left at 8.22, the Brighton
excursion at 8.27, and the Brighton ordinary at
8.36. My watch corresponded with the railway
clock, and I know it was right. There was no delay
after they started that I am aware of. There were
16 carriages on the Portsmouth excursion, 17 on
the Brighton excursion, and 11 or 12 on the ordi-
nary ; but of this I am not quite certain. In the
Brighton excursion the engine was first, then a
break, and a break-van at the end. With regard
to the break at the end I am not quite certain
whether there were passengers in it or not. I
saw the guard in it—that I am sure of. I have
no record or register of the times of the depar-
tures of the trains. The guards keep thai, but
I look at the books from time to time in which
the guards enter the times from their own memo-
randa. Hackman was the driver of the Portsmouth
train ; Moore and Drew the guards. Hackman was
Gregory
put on at Brighton, and the others came from Ports-
mouth. John Scott was the driver of the excursion
train,and
Iv andb Coleman
e lanhd guards. Butcher
was driver of the ordinary, and Boynett
1
By the ;
ordinarily l' :17 —nTohnethtairsvaeinasewnerseixnoort
seven more tmorehan
occasion. The trains were
quitecarriawgeisthoinn t
strength of the engines. A driver
starting five minutes after another train is not ex-
pected to use more caution than if he was 10 minutes
behind. He has to go by the signals on the road.
in the book which is
kdarte
. The guards
have always entered the time ept a book By Captain Tyler—l have not compared my time
with that rendered by the guards as to thetoirc for
eorf
enteringstarting thethe trains.time
t
heltrhaianvse never
st
kept for the purpose in an office on the platform.
signalman, By the jury—l don't know the but I
believe he has been in the employ of the company
for eight or nine years, and the others were old ser•
wants, I don't know whether the signalman is on
duty now.
By Mr. Reed—The Portsmouth train, which left
at 8 22, ought to have left at 8 5, and the cause of
the delay was the train being late up from Ports-
mouth. The Brighton should have left at 8 15 in-
stead of 8 27, being 12 minutes late. The drivers
are not reprimanded for starting late. They do
their best to get to their journey's end as soon as
possible. I don't know that there is any check
upon the entries made by the guards as to the times
the trains start. I do not keep a book for the entry
of the times the trains start, and have not seen the
book since the guards entered the time. I am not
aware that any report has been made to the traffic
manager of the detention of these trains. I said to
the driver when the third train started that he
might go on, it was all clear, but I do not recollect
that I gave any particular directions in consequence
of two trains, both behind time, having so recently
gone away. I don't know whether the signalman
is in custody, or where he is.
The Coroner—Really, Mr. Reed, I have already
stated that the signalman has been summoned to
attend here, and I do not see the use of your wast-
ing so much time in asking these questions?
Mr. Reed—l must say, Sir, that I think it is
most important in the interests of the public that
we should know whether this signalman is still on
duty or where he is ?
I The Coroner—l have just said that you will have

the signalman here, and I cannot permit you to '
continue these questions.
Mr. Reed—l cannot see that lam asking an im-
proper question, but of course, Sir, your power is
supreme in this court, and lam content to leave
the matter as it now stands.
The Coroner—lf you persist, I shall_ put a stop
to it; for I will not put up with it.
Mr. Reed—Very well, Sir, I will say no more on
the subject. lam content to know that the details
of this inquiry will be fully reported to the world,
and the judgment of the public will decide be-
Itween us.
By Mr. Roupell—We have a sight of about a
quarter of a mile only from the Brighton station.
All the three trains started from different platforms.
I am quite certain the trains left at the times I have
stated. I have not conversed with the guards or
any one as to the time, since the accident. I don't
know that the clock was wrong on the Sunday
morning. I believe it was right. The Brighton
excursion train started from the London arrival
platform.
By Mr. Lamb—The clock on the platform by
which trains are started could not be seen by the
people in the excursion train.
Henry Killich—l am a signalman at the south
end of the Clayton tunnel, and have held that posi-
tion since September, 1852. I was there on Sunday
morning last. I went on duty at Bin the morning,
and never left my post till 4 in the afternoon. There
are two signalmen at the south end—myself and
Charies Dewey. Our duty is divided ; one goes on
at night and the other in the daytime, except on
Sundays, when one of us goes on in the morning
and remains on till Monday morning, for the pur-
pose of making the change.
Captain Tyler—What, do you mean to say you
are on for 24 hours ?
Witness—Yes.

By the Coroner—We have a time-piece in the box
which is kept going. I saw the first train come
round the curve about three-quarters of a mile off.
Ido not know the exact time it came. It did not
work the signal. The signal stood at " All right"
after the train had passed, as it had done before the
train came up. The bell did not ring, nor the signal
act when the train passed.
The Coroner, addressing the witness—l am just
reminded that I ought to caution you that you are
not bound to answer any question that may be put
to you, but whatever you do say will be taken down,
and may be used in evidence against you. Do you
still therefore wish to say anything ?

Witness—Yes, Sir, - -
Coroner—Will you prefer going on and making
your own statement P
Witness—Yes, certainly ; I will speak the truth
as far as I can.

Coroner—Very well, then ; but I thought it right
to caution you before you went on any further.
Witnesses's evidence continued—When I found
the signal would not work I tried to put it on ; I
tried a good deal, but I could not succeed until
after the driver of the next train had passed the
distance signal—that was about 300 yards from me.
Coroner—What did you then ?
Witness—l got out the red flag and showed it
w him. •

Coroner—Did the driver do anything in conse-
quence ?
Witness—Yes, he shut off his steam.
Coroner—When the Portsmouth train entered
the tunnel did you telegraph to the man at the
other end?
Witness—Yes, Sir.
Coroner—Did you receive any return message ?
Witness—Yes.
Coroner—What ?
Witness—l gave him "Train in," and he answered
it " Train out."

Coroner—When he gave you "Train out" was
the other train in the tunnel ?

Witness—lt was just going into the tunnel be-
fore 1 showed the red flag, but after the train had
passed the signal I succeeded in putting the signal
on. After the second train had been in the tunnel
some little time I asked my mate if it was out, and
he returned " Train out." I then, as quick as
lightning, gave him " Train in," and the second
train was in the tunnel before he gave me "Train
out." I got no message till I asked him.
Coroner—Just tell us exactly what you did
telegraph.
Witness—" Is she out ?"
Coroner—What answer did he give ?
Witness—" Yes."
Coroner—How soon after ?

Witness—Directly. I did not receive any reply
to my second message, because I went out to show
the white flag to send the train on.

Coroner—What time was it after the train went
into the tunnel that you received the return mes-
sage? Do you think it was too short a time for
the train to have got through?
Witness—No, it had been in between four and
five minutes, and at that time the third train was
coming round the curve, about three-quarters of a
mile off.

Coroner—When did you think there was any-
thing amiss ?
Witness—Shortly after the train got in I heard a
noise, and I thought a boiler bad burst. I don't
know whether the driver ought to go on or come
back when he sees the red flag.
Coroner—Then, what did you show it for ?
Witness—For them to stop. I thought if there
was anything wrong they would stop, and if they
remained in the tunnel, the guard would come back.
Coroner—Now, some people have said that you
had gone to breakfast at the time, is that true?
Witness—No, I had my breakfast at 7 o'clock.
Coroner—Who were with you when you had
your breakfast ?
Witness—My housekeeper, some of her children,
and my little boys. When I heard what I thought
the explosion I gave the man at the other end, by
telegraph, " Line blocked." I never left my post.
The present signal has been in use between four
and five years. We have never had any other.
Coroner—During that time has it ever failed
before ?

Witness—Oh, yes, a great many times; and we
have always reported it. It has perhaps failed
altogether seven or eight times • and when we have
reported it at Hassock's-gate they have always sent
and remedied it. I have reported myself two or
three times, and so has my mate. When we cannot
go ourselves we send John Wood, a fettler.
Coroner—When did the signal fail before?
• Witness—Saturday morning, with the 8 o'clock
train.

Coroner—Did you report that ?
Witness—No ; it acted very well all the rest of
the day, and I was going to report it on the Sun-
day. I last reported myself about the spring of
the year. We sometimes oil it with the lamp oil,
which is not " much of stuff" for it, and the last
time I oiled it was about a month or six weeks
ago.
By the jury—When the Portsmouth train passed
through that morning the distance signal did not
act, and I then showed the red flag to the next train.
I always keep the red flag up until the train has
entirely passed. When I received " Train out" I
dropped the red flag and took up the white one to
signal it past; but it had gone partially on
before I got from the box. I was induced to ask
whether the second train was out because it had
been rather longer than usual in the tunnel, and
the Brighton ordinary was coming round the curve,
and I had not received the signal from the other
end.

By Captain Tyler—The tunnel, I think, is a little
over a mile and a quarter in length, and that de-
scription of train generally takes from two minutes
and a half to three to go through. Finding the
engine did not work the signal, I tried to turn it on
myself, but I could not. I became agitated, seeing
the other train coming, and I was so" put out" that
I could not get it on. I don't know how it was
the signal would not work; perhaps I did not do
it in the proper way, as I was agitated. There is
only one instrument and one needle in my hut.
The inquiry was then further adjourned.

LATEST PARTICULARS.
ANOTHER DEATH.

We regret that the fearful list of fatal cases by
this accident has been further extended by another
death. Mr. Anthony Kean, a master tailor, resid-
ing at 54, Goswell-road, London, had sustained
serious fractures of both legs, and amputation of
the left leg was decided on as being necessary im-
mediately on his admission to the hospital. The
operation was performed by Mr. Furner, and
although apparently dying on Sunday, the unfor-
tunate sufferer rallied in a remarkable manner on
Monday, and then it was hoped he would ulti-
mately recover. This morning, however, serious
symptoms presented themselves, and, although the
officials of the Sussex County Hospital exerted
themselves to the utmost to save his life, the unfor-
tunate man continued to sink, and expired about
half-past three o'clock this afternoon. The deceased
was about 60 years of age, and it is probable he
would have recovered but for the fact of the femoral
arterythe
hospitalbeing
in diseasedreferred
erre
d toh
s state,
constitution
fact, the
as
being surgeons
at
that of a man 20 years his senior. The next serious
case in the hospital is that of William At nold. He
had both legs fractured, and the right one was
afterwards amputated, and was this evening doing
as well as could be expected.
The child Elizabeth Edwin, 18 months old, with
both legs fractured and very much scaled and
bruised, still remains in a very precarious 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. His wife was one of

the unfortunate victims, and the knowledge of t) his
fact retards his recovery.
New cases of injury, some of a serious characti
transpired to-day Among these may be mention ed
Mr. Wm. Hislop, a smith employed at the railway
works, and living at 21, Beigrave-street, whQ is
seriously injured about the legs and lower part; of
the body. Mrs. Bish, of 34, Vine-street, has severe
contusions on the face, and injuries to the right Bid e
and legs, Mr. Drewitt, a workman employed at the
Hove gasworks,andresiding in Hove-street, is much
cut about the head and arms. Mr. Fowiter, 84,
North- street, has two ribs fractured on the right
side. Mr. Giffin, of 19, West Hill-street, contusions
on lower part of the face, and a great deal shaken
Mr. Humphrey, of 33, Vine-street, cut over left eye,
and injuries to the right side and knees. M:r. May-
nard, confectioner, West-street, serious intim:lEll in-
juries. Mr. Mercer, upholsterer, Queen's- gardens,
bask of neck and knees much injured. Mr.. O'Hara,
North-street, much bruised and shaken. Mrs. Pel-
ton and her niece, of Alfred-villas, Rose-hill, severe
contusions about the face and temples. Mr. Parsons
of 32, Miles street, was wounded in a peculiar man-
ner. He was sitting opposite a man who had a knife
in his hand, and when the collision took place he
was thrown forward and the knife entered Mr.
Parson s'sj aw, inflicting a severe wound. Mr. Potter,
grocer, Trafalgar-street, received a severe blow on
his head, which rendered him insensible for nearly an
hour ;he had also a cut on the upper lip. Mrs. Potter
and family, who were in the same carriage, escaped
with only a few bruises. Mr. Smith, draper, Weston-
road, cut over the eye, and much shaken. Mr. Swais-
land, naturalist, Queen's-road, very severely shaken.
Mrs. Swaislaud, wife of the above, knee-cap broken,
and generally bruised. Mr. Thomas Tugwell, fore-
man to Messrs. Weston, clothiers, 79, North-lane,
contusions on the head and legs. Mr. Washer,
leather-seller, 98, North-lane, back part of neck
much injured and several teeth knocked out. Mr.
Watkins, of the Montpelier, Montpelier-place, much
bruised and shaken. Mrs. Watkins, wife of the
above, sustained similar injuries.

It has been stated that none of the servants in
charge of the train sustainei any injury. This,
however, is not the case ; a an named Coleman,
one of the guards in charge of the train which met
with the accident, has been very much hurt. Four
of his ribs are fractured, and his internal injuries
are of such a serious nature that he is not expected
to live.

During yesterday evening, after the identifica-
tion of the bodies of the sufferers IT the jury, the
friends and relatives visited the reom where the
bodies were lying, with the view to make arrange-
ments for their interment. The railway company
have made every provision to enable the bereaved
families to pay the last tribute of respect to their
lamented relatives. During the evening the re-
mains of Mrs. Christiana Manthorp, Mr. Chairl-
wood, and Mrs. Barnard were removed, and to-day
some others were also taken away for interment by
their friends. The excitement caused by the re-
moval of the different corpses was very great, but
the judicious plan adopted to prevent idle curiosity
intruding upon the bereaved was admirable, in
contravention of the arrangement arrived at in the
early part of yesterday afternoon, the jury decided
upon visiting the Clayton tunnel, and personally
satisfying themselves as to the efficient or non-
efficient working of the signal. Mr. Hawkins, the
traffic manager, Mr. Craven, the chief of the loco-
motive and carriage department, Mr. Denvil, Mr.
George Faithfull, Mr. Farmer, and other officials
accompanied the coroner and jury to the scene of
the terrible disaster. The working of the signals
was duly explained, and will authoritatively come
before the public in the course of the judicial inves-
tigation by the coroner.