Weekly national intelligencer. [volume] (Washington [D.C.]) 1841-1869, 1853-05-14

against the pier the other side The tender followed
its after end being thrown by its momentum over and
forward, so that it fell bottom up the engine and
against the pier. The first baggage brought up
against the pier upon the top of the tender all being
thrown to the opposite side Of the opening The second
baggage car which contained the smoking apartment In
which several passengers followed next, but got
cant, and being very strongly built fell off, little bro
KEN to the north side of the draw, and most Of those
in it saved.
The first passenger car plunged into the opening its
forward end crushing in it fell and struck upon the
baggage car and its after end falling into the water be-
low On the top Of this fell the second passenger
buyng in the fragments and in the water the occupants
Of the first passenger About onethird OF the third
passenger broken off and hung over the edge q
the bridge the other part remaining upon the track ana
staying the Of the two which were behind
In the confusion incident to the occasion, and IN con-
Of the departure Of those whowere able to leave
has not been possible TO ascertain the number q noss
who thus in instant buried in the water and bro
ken fragments Of the cnrs but 1t is supposed that oyer
hundred must have been plunged into the oPeaan8
NE fna sSss al 3Ce dead hsrsinbeore named were of
the number, but have not been able from the nature
Of the find, and have not deemed to
find, which of them were killed and which drowned.
We further find that every engineer and conductor
this road is furnished by the company with printed time
table, and instructions applicable to the same And We
Sd that the engineer and conductor this train had
49, - The instructions particularly appi-
cable to this bridge are as follows:
GAN trains must with in approaching Norwak
around the curve with exceeding conductors
Of trains out of time cautioned about crossing the bridge
They viii be held responsible for the safety of their trains
The immediate of this disaster was the negligence
and recklessness of the said engineer
1st In running around the at rate not less GER
tanly than twenty miles hour when under no crcum-
stances should it have been half that.
ID In not discovering that the ball was down imme-
datey after emerging from the cut.
3d. In looking for the ball at the highway crossing
east of the depot.
II In VII he vah 10
the switchenders when he well knew that they were
not in sight Of the draw and had nothing TO DO with r.
5th In not running slower tuan usual when the
track was wet and slippery
In addition to all this he well knew that the draw was
required to be very frequently opened.
In not discovering that the ball down. we think he
guilty of gross negligence In running around the
such rapid rate and under such circumstances
we think him guilty Of the most criminal reckessness
At the time do not think the entire RESPONSE
bility of this disaster rests upon him.
As before observed the rules Of the company
10 make it the duty Of the conductor to observe
he signals prepared to say that they should
His other duties and his position in the cars are such that
duty if imposed uponhim would probably be very inn
perfectly performed and it may well be doubted whether
thing would be gained by way OF safety to the pas
sengers if the engineer could feel that there another
with whom he might divide the responsibility.
At the time wecannot forbear the expression Of
opinion that every careful and prudent conductor
WILL when otherwise necessarily occupied endeavor
whether the signals down not In this in
stance he admits that he did not though not otherwise
occupied But he must have known that the
train this occasion, and habitualy driven round
the of the bridge in utter violation Of the
rules Of the company and this he might and should have
put stop to.
stops here The proof before the jury VAS abundant that
sssss - sss's.i IB,1s Il. & 5yh .od & ]. i.
credible that the officers Of the company should not,
Of them have known that the train did not In the
language of their rules move around the curve with ex
ceeding care"
We further find that for the protection of trains ap-
preaching from the east and Of all trains from the west
stopping at Norwak the ball signal sufficient mas
much trains starting from the depot in Norwak will
not attain such speed before coming in sight Of the
bridge that they cannot be easily stopped the draw
should be open but for trains coming from the west,
which do stop at the depot the signal insufficient
But do not to be understood that the engineer
excusable in this instance in not observing that the
ball down We would, however, express the opinion
that the signal ought be raised above the summit of the
hill the east that it may be more plainly seen and
also that If this train does not hereafter stopat the depot
with signal should be stationed where he see
the draw and where he be by the engineer
the train from the west before reaching the depot.
In relation to the capacity Of this engineer and his en-
ployment by the company we find as follows Said Tucker
employed engineer this road about the time 1t
commenced running (which about the beginning of
the year ls49 by Mr. Mason the then superintendent
between New York and Bridgeport some time in Janua
Of that year accident occurred in the day time at
Mamaroneck which caused some confusion in the trains
time after the accident the train upon which Tucker was
employed arrived Port Chester (Which is this side Of
Mamaroneck) where it should have waited until the ar
rival of train from New Haven the conductor insisted
that the train should to Greenwich Tucker object
ed the conductor assured him that he had sent for
ward verbal message the conductor Of the other ran
and that it would be all right lie accordingly went ON,
and collision was the consequence. The company re-
copnsed the conductor in authority and did not
slider the engineer to blame
For six eight mouths after the collision he remained
he eryic Of as
being able perform the duties Of that Office in
quence Of injuries received the time Of the collision
He then received from the company years salary and
California, whence he returned not long since.
Not quite months ago he again employed an en-
gneer by Mr. Whistler the present not TO
take charge Of any particular tran but to relieve other
engineers occasion ghtrequire On the afternoon Of
the 5h instant he took charge Of this train for the first
time, from New Haven to New York consequently this
his first trip upon it. Whether he had ever before
been any other than way train does not distinctly
appear.
ing Of this fatal occurrence, been reading newspaper
while the train under way, but inasmuch MS II was
proved before by the fireman that he has seen other
engineers doing So cannot permit such practice 70
pass without the condemnation IL there IL any
one man who of all Others is 5odto give his undivided
attention to this business ii Is him upon whose constant
vigilance the safety of many precious lives depends
He has no right to presume that because his track
clear for the time being ii will necessarily continue
another moment that some accident may not happe
to his train recurring instant the exercise of all his
powers, both of body and mind
directions given by the conductor to the engineer to
aad wh hrh ho abould nh