Year: 1871

ALBANY, March l. 1871.
The Joint Committee OF the Legislature on the
New hamburg Railroad disaster resumed its session
In the Senate Chamber this afternoon, at four
O'Clock.


The first witness examined was Charles Cossum. a
conductor on the Hudson River Railroad. lie was
in charge Of the train which collided with the oil,
train. and detailed the events of the accident The
cords connected with the patent brakes were all IN
proper condition. to pull them so as to spring the
brakes would necessitate wing them In some eigb-
teen feet owing TO the slack In the cords; Icannotsay
positively whether the patent brakes were applied;
l canno. tell how soon train can be stopped by the
OF patent brakes; he did not believe that train
could have been stopped between the time the
engineer received the signal and the running into
the OIL tram sleeping cars weigh from thirty to
forty tons and ordinary cars weigh from eight to
nine tons 1t is more difficult to stop train with
sleeping than 1t Is one without them; did not
notice any explosion or gasoline.


Henry Merritt, a water tender at Ola Troy de-
tailed the efforts he made to signal the express
train The engineer OF the oil train said to him,
"For Gods sake. get ont your req lights" witness
did so as soon as possible and ran down the track;
IL would take minute and a half or two minutes to
go up the ladder, which Is forty feet high, and
change the light.


Peter Dow brakeman on the express train. stated
that the collision took place before he had an op-
portunlty 10 put on the brakes.


Patrick q. Dickson brakeman on the train co n
firmed the previous witness testimony


Cornelius Row, locomotive engineer running the
engine of the oil train stated that AFTER his tram
parted he took red lantern and ran down the
track TO signal the express tram he was ahead OF
others doing the same thing; he could have stopped
his engine If he had been signaled at New Ham,
burg station before he reached the draw !;
he was running at the time from seven
TO eight miles per hour; the distance is quarter OF
q mile, with neavy down grade; he thinks he
could have stopped on reaching the water tank If
all the brakes were on; he only saw two brakemen
on the train; he could not say whether he could
duty IS to look back as well as forward and see
that the train is not broken he could not at night
see that an axle was broken: he would notice 1t
the daytime by the Jumping OF the cars; his train
was at New Hamburg station on time.


Edgar Underwood, conductor OF the oil train,
SAID The first notice he had OF the accident
from three or four men at New Hamburg station,
out and put on brakes, and told the brake
man TO signal the engineers he did so by dropping
light; there was no bell rope on the tram; soon
as he found that a car was OF the track he took
measures TO notify the coming express; there was
nothing to prevent brakeman or himself going TO
the tower and changing the light; he could
not swear that at the the time the notif-
cation OF a car being OF the track was
given; that there was single brakeman al either
brake; III cold weather brakemen ride IN a cabooSe;
that Is not according to the rules and regulations,
but 1t is done usually in cold weather: 1t might have
been q minute or minute and hall between the
time he notified at New Hamburg station OF the
break in his tram and the collison he thought both
he and the brakemen did all they could to prevent
the accident.


The committee then adjourned 10 four P. NJ. to-
morrow.