Richmond daily times. [volume] (Richmond [Va.]) 1850-1853, 1853-05-14
THE NOR WALK TRAGEDY.
Verdict 0f The Jur.

catastrophe at Nvrwak, rendered their verdict
! on Tuesday evening They thus describe the
draw of The bridge whore the catastrophe occur.
| red
The New York md New Haven Railroad
crosses the harbor If Norwalk at South Norwalk
one thousand aud eighty feet east of the de.
pot, upon bridge. In the bridge over the chan
mel OF the harbor aud one hundred and fifty-thres
feet from the next abutment, there is draw,
which revolves horizontally upon central abut-
ment, and leaves, VIXEN open, two passages of
sixty feet each. Tins bridge was under care of
William Hartford, vino was in the employment
of the company as bridge tender. By the regu-
la'ious of the company, it was his duty to open
the draw for the passage of boats and vessels
when they desired to pass, without reference to
the time when trains were due. This being sup
posed to be in accordance with the paramount
rights of those in the Legitimate use of navgable
waters, and it was equally the duty OF those
having the management OF trains upon the road
to ascertain, before attempting to pass the BRIDGE
and before they approach near that the train,
could not be stopped, whether the draw was in
condition for them to pass.
In the confusion incident to the occasion, and
in consequence of the departure Of those who
were able to leave, 1t has not been possible to
certain the number of those who were thus in
an instant buried in the water and broken frag-
lnents of the cars; but it is supposed that over
one hundred must have been plunged into the
opening, including those in the smoking car.
We find that all the dead hereinfore las in
,llmber) were of the number; but we have not
been able, from the nature of the case, to find
and have not deemed it necessary to find which
of them were killed and which drowned.
We further find that every engineer and cons
duotor on the road is furnished by the Company
with printed time table, and instructions APP
picable to the same. And we find that the en-
gineer and conductor onthis train had been SO
furnished The instructions particularly nppli>
cable to the bridge are as follows:
"All trains must with care in approac hing
Norwak River Bridge. Trains going east from
Norwak Station, will move round the curve
with exceeding care and conductors of trains.
out OF time, are cautioned about crossing the
bridge. They will be held responsible for the
safety ftheir trains.''
The immediate cause of this disaster was the
negligence and recklessness of the said engi-
neer.
1st. In running around tho curve at rate not
less. certainly, than twenty miles an hour,
when under no circumstances should it have been
half that.
2d. In not discovering that the ball was down
Immediately after emerging from the cut.
Sd. In not looking for the ball at the highway
crossing east of the depot.
4th In relying, as hs says he did, upon the
flag of the switch tenders, when he we'll knew
that they were not 10 sight Of the draw, and had
nothing to do with it.
5th. In not running even slower than usual
when the track was wet and slippery.
In addition to all this he we'll knew that the
draw was required to be very frequently opened.
In not discovering that the bali was down, we
think he was guilty of gross negligence. In run
ming around the curve, at such rapid rate, and
under such circumstances, we think him guilty
Of the most criminal recklessness.
At the same time we do not think the entire
responsibility Of the disaster rests upon him.
They then state how the ball signal is arranged
to give notice that the draw is open. At tx frat
point it can be 800 feet; at the second 800
feet at the third 400 feet, (being 200 feet from
the point at which it is first visible at the fourth
having passed the depot aud come upon the
highway, it can be seen for so feet-at this point
the train is 1000 feet from the draw-and il vsi
BILE and remains when the locomotive comes
within 564 feet of the draw.
They then go on to say
At the time OF the tragedy the draw was
open, and the draw-tender was just about to
close it. 1t had been open about fifteen minutes
hefcre, for the passage of the steamer Pacific
The ball was lowered before the draw was opened;
was down when the train emerged from the cut,
where its absence could and should have been
noted-and remained down until the train arrived
and plunged in.
The train was over due at the time of the oc-
currence, about eight minutes; but as the draw
tender was acting pursuant to his directions, the
Jury do not find that any blame can attach to him;
and inasmuch as the regulations of the Company
were in this respect in accordance with the para
mount right ofthose engaged in navigation.
"When the train had reached within three
hundred aud sixty nine feet of the draw, and in
sight of it, two sudden, sharp alarms of the whis-
tie were blown; the engineer, fireman and brakes
man eaped from the train, and it rushed on with
unbroken speed into the opening at the draw
There not sufficient time to brake up sue
cessfully, and the places at which the engineer
and brakeman jumped off. Indicate that it was i'm
perfectly attempted, if at all. From the time
when the whistle was blown, to the time when
the locomotive entered the opening, there could
not have been en- interval of moro than eleven
Q1) seconds The engine and tender were about
40 feet long, weighed about rs tons, and passed
in its decent, quite across the opening of sixty
feet, striking against the pier on the other sde.
As we have before observed, the rules of the
Company do not make it the duty of the conduc-
tor to observe the signals nor are we prepared to
say that they should His other duties and his
position in the cars such. that the duty if m>
posed upon him, would probably be very imper.
fecty performed; and it may we'll be doubted
whether anything would be gained by way of
safely to the passengers fthe engineer could feel
that there was another with whom he might dis
vide the responsibility.
At the same time we cannot forbear the ex-
preston of our opinion, that every careful and
prudent conductor, when not otherwise necessa-
ry occupied, would endeavor to see whether
the signals are down OR not. In this instance
he admits that he did not, though not otherwise |
particularly occupied. But he must have known
that the train was on this occasion, and habitu-
ally driven round the curve west of the bridge in
utter violation of the rules of the Company; and |
this he might and should have put stop to.
Nor do we think the responsibility of this oc- |