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86853
■ ';jrr»ii,i.'T
■::]':r^ Orf^
H
:qa
THE GREAT RAILWAY CATASTROPHf
ON THE BESJARDIN CANAl BTIIDG^ '
, I,, 'H
OM THE LINC OF THE GREAT WESTERN RAILWAY.n^^it
':(>•
-• •»>■
[The object of the Publishers of (his pamphlet is t^-o-rokl,--^fti'^'
to place on record, in a concise form, a narrative of one of tlie iiroStf^"^
fearful casualties of modern times, collated from reliable sources; arit^,^=''^
secondly, to pay some slight tribute to the memory of those beloved :
fellow-citizens who perished in that fearful catastrophe, and now slum-^^"*
ber in the silent tomb.] ,i
, .ji fay
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*
The Twelfth op Maech will long bo remembered iA Candaa as & diiy tff '
sad bereavements and heart-rending reminiscences. '
On the afternoon of that day ,1 J57) there left Toronto tho usual "pas--
senger train for Hamilton. As. near as can be ascertained, there word al^oat
one hundred persons on tho train. The usual calls were made at tho way
stations, and the train arrived at the Desjardin Junction at its appoiuted
time, having taken on about the same number as had been sot down, sotiiat
the train was much about as we have stated it. When approaching tfco
Junction, the customary signals were given, and the train was brou-^ht on
from the Toronto Branch (as the Hamilton and Toronto Railroad is caliedf '
into the main line of the Great Western Road. But before wo proceed fur- '
ther, It may be well to explain the condition of things at this point— a point
which has now acquired a world-wide fame for death and disaster.
Within forty yards of the junction of the two roads, the Great Western
crosses the Desjardin Canal, which is a short navigation connecting the town
of Dundas with Burlington Bay, at the head of Lake Ontario. Prior to tho
consti-uction of the Great Western Railroad, its course was circuitous, wind-
ing round the Heights at tho bottom of a deep ravine. An attempt was ma4o
by tho engineers of the Company to construct a bridgo at the point where
the line crosses the old canal channel ; but after tho expenditure of a largo
sum of money, it was deemed to be impracticable, as no good foundation:
could be got, audit was consequently abandoned as being a "bottomless
pit," by which name it is yet known. An arrangement was then effected
with the Canal Company (which was originally started into existence by an
entemrizin? Prftnnh (ronfiomom •n.i.^v — :^^j .x t^ t , _
_ .*,.." °~ ' " ^'^^''^^^ «■«' i^unaas, namea i'eter
Uesjardm) by which the Canal was carried directly through the Heights, and
the •o-ofcUed "bottomlew pH» was ftUed up. It wa^ at this embankment that
fhe fearful coUirion of last January occurred, by which four persons lost
their Uvea, and numbers of others escaped ac by a miracle.. Between the
Heights and the Bay, the Canal is crossed by a swing-bridge of sixty feet
■pan. the abutments being of solid masotry, ^ahd ri^ngtorty fe>t (f^oy^m
level of the water, which is there tweWe feet deep. At the distance of forty
yards on the north-east side of the bridge (from which direction this lU-fated
train was proceeding) there is a switch, by means of irhich the rails on the q
Toronto branch are united with those on the main track of the Great Western
line, there being only one traefcover the bridge, and :%ence fhe necessity
of this switch. When the train passed this point, there were two men in
attendance at the switch, the one having just come on duty a little ahead.of
his given time^ to enable the other to proceed to the city on that train, as
was his custom. They both agree that nothing appeared to be wrong as the
locomotive passed over the switch ; one of them jumped on the platform o^
the last car, and held on for a moment by the iron rods ; the brakes had been
loosened, and onwards went the train.
We have said that the train had passed the switch apparently all right ;
In a moment or two, the lojomotive enters on the bridge; one sharp, shrill
whistle gives the only warning to the passengers that between them aud ^,
eternity there is left scarcely sufficient time to say, " May the Lord be
meroifttU" The Oxford sinks through the floor of the bridge, and goes down
at a fearful plunge through the ice, and the waters hide it from view, together
with that brave driver Buenpield, who perished at his post, in the execution
of his duty. Next comes the tender, and then the baggage car, in which there
were two or three persons. And then the first passenger car, with itsflfty pre- .^
cious souls, comes down the rails and takes the fatal leap, either tarnmg a
complete somersault or careening over upside down. It lies across the bed of
the canal, the ice being broken through, and the car is abou. half-filled with
water. But there is yet another car-load of mortal beings poised for a moment
on the top of the wall, and then it, too, plunges into4hat fearful abyss leaving
the hind trucks on the rails above-a poor remnant of a whole train, which
but a moment before was as perfect as skill could make it. and bore homeward
many a manly heart, and fondly-beloved father, mother, husband, wife, broth-
er. Bister and child. A few escaped, and others perished in the attempt ; but
not less than fifty-seven or sixty lives were. -at one fell swoop," cut off In the
twinkling of an eye, as it were, and souls were landed on the shores of etern,-
tv which had no time to reflect of its grandeur or its despair. —
As might be expected, the news of the tragedy ran from raoath to mouth
with the speed of evil-tidings, and every possible means were ^J^V^^J^^J'O
rescue the wounded, the dying, and the dead. Throughout the whole of that
niKht and during the succeeding days and nights, there was an army of men
engaged inbppakingup the submerged cars and taking out those whohad Ix^en
engngcu ^ -^ 6 r „^ „,^^„ti^ tn <1«tail the results of these labors
more minutely, as also the hair-breadth 'scapes of those who stillllve to tell
~i
3£
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~1
-'■ 8
'■"ttefeWstory of their experience. In the mfe»n time we nin«tn>«.v ^ .v
immedate effects of theoatartrophe. Itwa.onenfrir m ^ ' "^ *•
«.n,etin,e8™cceed, . clear annny day In M^r^b aid .^,.1 "Ti"** "'""'
fellow, who had ohoeen the ta* of ^""rwe ° JX »Zl^^^
nteneity Of the frost, for many of them were eatamt^ w J waS H I
' :*??.'■ r*^"^ <""" '='"^" "fHamUto^mtZmZtd Jnltn"
hurried to the scene of the disasler,-the city was wrap^d in moZC 1 6^
hLr ;r '""'"' r''™' "' """-k-O"™ friend was bo™e°^h"ch"r^I
house. The newspaper and telegraph offices were besleijed with a^oMen
qu,res afer absent friends, aud as the news spread to Toron to^dl";
pomts the mtensity of feeling was oven mere and more heighte^ bT^hl
.hterohange of communications which left no doubt aa to the C^„^L?
not yet recovered from the wrck. This continued throughtl tt, wh2
mght he telegraph offices being kept open) and during lie a^t d"y-
The bitter lamentations of those who came to search tor lost ftlS fZ""
Uie dead at the railroad depot was such as can never be f^gotteftT^
Who witnessed the grief of a mother as she picked out auonlvMn Lf
• from amoog the dead ; a husband who recoguLd in Te nlS^^a S^mZ
corpse before him, the partner of his life ; « wife who ,iMkS^,^. ^
feUprostrateover thehusband she adore.;. ^^Titw^^e^^lTht^^^^^^^^
a woman with her infant clasped in the arms of death; s^^^j^iSdeb^""
s-^ole families grouped together in affrighed attitudes ;"««!» IE
^ child or woman, there a stranger in a strange land. oaolaimed
"'Neith<*weaIth,norpower,nor8kllI,norlearnInKnoroonr«<r. v,„. Iv
nor experience could helper save at thaldread momfkt ! TSfraTrnTir '
were men who had run the gauntlet with Death by flood and fleM .^ *!
through many trials, and h«l experienced some sucCr " en Jhi h^^T"
rich in worldly goods, amid the strife of life and iu opp^Uori^fT.
..;«o.ut.gement. ; had had cause to mUtrnst artoat heart CvetKl„,r!;
trying difficulties. But now they mingle once m^re' "a^l^ri
whence all sprung, and to which all must return, for ^ ^ *""'
. ,, „ '^"' '""'■ 'h« monardi from hb thnme.
2 5=;/«c,a ;_ „„J>»aJfc,o!,4m, 1^ UtUig for hi. owni
■ T"™ """""» a closer examination of the r<».i.H.„f »k. ^ , -
ttiKJr be better imagined than descri^ how trereudou! 1 ^ r""""'-
%.p.p«lace as the new,„u. through the strl^ «od tS „™ , ftl? 1
^^fnends and relatives were repeated in the lists of ;ictimr ^'""'
ing rlJercf'o:: g^rarru^n^b^n'l'' »? ''"'^^'^
.orm .t.^«h«t«,.^ii^-5. -- i;;.T.c,:;sx
.nn<,n..P,th« lamo »* W.terdown , Mother got offend J»|j^^';^if^^
' t Tim. ihynojle, of Dumbarton.
B AM Doyle, wife of ibe above.
?:Ip^iek^o'yle, """"^'^/Aged »ye«*
7 »iu a^ Timothy Doyle, son of JSO. a, ageu « j
,,,;iJ-r5Ar,? Merchant N,„g«r».
:;:;: S^ESSr|Sf«^-or.e.ortH<^U.^
:.i^^i5:-E™st.gWGrccn,^C-^^^^^^^^
^^-iSife-^ ^'"'^ »ero,.at.S.^Uto«. a.ea
**'^?^Geo. DarraghNrt^J;,^,,,, -Toronto.
1 -«na^5S&SiiS -Toronto Omn«..»«^^ *«^^^
f-.7«
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.all
Bb,
Iflay
[am-
ging
aged
ierrle,
ffling'B
leases
crchant
rtlton.
rornsi^ly
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"i'iiflV,
■■'■I .'
9!ll
Trr^?;"^!"- ^^°''^°;^1' '"".'ifm^JP' ^- Stevenson, Esq., commi«jten mftrchant,
Hamilton,dauj?hter of Sheriff Thomaa. v. bui,,
^ 40— An old njan. name unkaown, drab overcoat, blue vest, red comforter
Btriped woollen niitteus. In hiepocket a bag of sliver, also fwne papers, amoni
Bowman'^vino"''^^ *^'''" ^^ Maxwellin favor of Thomos Biwn, and dated
wio i^T"'^*'^" ?^prley, Thorold. one of the beat plough makers in Canada.—
±118 body was clainjed by liis friends.
„^.„f2.-A young girl, named Ellen Devinc, from below Port Nelson ; was
going on a visit to her brother near Hamilton.
43. — Mary IX'vine, sister of the above.
^,44.--G. S.Sloan, merchant, Culsterville. . rii,;
ilft"~n'''-'^ Hv-li'- J"*-; o/I"$er8oll, (whose father' wai^WtloasiyinJured).
,.(4o.~Darius Witter, of Markhau. ^ j /
#v««,^^"~u ^'^'n^^^'P" n°' lA'"^'' * ^°"'' merchant, returning with his wife
from a visit to DrCadwell the Toronto oecullsr, who identlfled them.
48.— Mrs. Bradfleld, wifu of the above. The bodies were taken away bv
relatives. -' ■*
49.— James Forbes, of Nelson. '' ''"'
60.— Colin Campbell, of Carapbloville.
61.— George EUard. of Albion, Massachusetts.
but no residence. Papers and letters dated Shannon ville. A miuiaturo of
male and f^wale, and portraonnaie, with some money, were aldo fo..nd. '
a.l— HughMcEvoy, of Wnlpolc.
„«„J*-~;?''^E^ ^r ''°' ^,'? ' °^ .^°^°"'? ^^^- ^"^^ ^«8 extensively en-
gaged m the breeding and importing of iu.proved stock, and was well known
to the leading ngncultunsts of the Province.
C5.— Mary Jane Davis, of Toronto.
56.--,Georgo Knight, of Windsor, the fireman of tho locomotivo.
.07-08.— Mrs. Howdcn and infant child, of Weston.
.69.-^Mr, Parr, contractor, Hamilton.
a-.).
LIST OF THE INJURED.
*• Mr. Thomas C. Street, of Niagara Falls, the eminent capitalist, and
formerly M. P. |or tje county of WeWand, has his collar-bone fractured, and
also some i^ury in his right arm. At last accounts he was doing well. Mr
Street could give no account of tho accident; ho knew nothing tiUhe was
i. taken from the; rums. e *+♦»» »»tto
,.hcin^L^''??^'VL^^'PP*'T'T,®'''^P'^^ ^^*^ «°«»e euts and a bruise in the
Joii? !>"• .l^ethuno and Prater were both in attendance on this
gentleman. He is slowly recovering.
'J- Mr. Woods, of Woodstock, had his arm broken
head^*^** ^' ^^°^"'^®' °^ ^°'"' ^'"'^ell, escaped with iome injuries on tho
Mr Baxton, jr. y of Stratford, is much injured about the head. -
,, notsS:iotly iij^eS"' '^ ^""' ®''"^'^' received a contusion on Iho head;
■ thA h^nTt,\}T,' "''^*'^^?*' .°? Hamilton, received some severe cuts about
•|j< *"® ^^f^^, hut not dangerously injured. ,(,.,"
u«* oil' \^ ^^''°?^'''; of Newcastle, C. W., not much hurt. Ho WfelS'tho
^K-I Vu '""^l ^° ^ * f^^ ^'^^ ^'^'^^•"S °f tbo t^'^in. «nd then a shock.
,, which must have been at tl^c time when the engine went through the' bVidge
7 ^^^^ ^T^ its horizontal position, /ni was pitched hea&S
iH,^ the bottom. He_ was the ur.^t rescued. He describes the airomr of the
■. ^i«*ifta iaieasq. liis clothe^ .were coxnplctely co^r^jd with W^o^t^^;^
wounded"- h: waf™e°of''Zt:f;eJr/'T'^ '!"»'«':,. "°' '"-«-''>'"'/
th. residence of KroU er^n law wf , w"^ """ ™"'«'«»t<»y 'emoved to
Fenlmand Ba.gDer, passenger from Toronto toBuffilo, HligW^ injure,":
THE ESCAPED.
Mr. Mulr, Traffic Superinteiidont Oreat Hrestcrn RailnoA/l h.A . ,
mlracnlons escape. He was on the last se»i ,,r (i.„ ,"*"™«'i "M « most
he was startled t^y the una3motLAf,h„!' ""e last car reading, when
to the doc,r,he pe'rc*e"d"Xlr 'The"ma tr''L,djurne"d^ff^^^^^^
. Richard F. Jesaup, travelling Auditor of the Great Wotltll^'-^ m*
««1 l^rrV""" ^"""""« ™ '"^ '"»«'''™ °f ">e front car ""„TjlX"wf.S'
a.tyf'iaf ^t'pTCLlg^'gt^afw^'-nX' a'c^^idtn^^S "n".'"."' ''T °"
conscious of notL-ng until hf f^nnd him,e°f lying <^nfte toe almok^ull?
on ih^h^^""""'^''- "™""^ """■« ff"<..*Jolce, e*aV^° wltMlUlTu
carth^MwMow"'"''*""'''*"""' '""""'"'"'' »««»?«« ^om the flrst
..sojr„snfsi]^Sp'pr.i^^^^^^^^^^^^^^ -•" ^-•
Statement of Mr. John K. Glare. , r
iSf Md kwD?ni W ?r!i*''~*?^ ^**'''^ ^^'^ ^^««^°K Close behind
nim. MO Keeping him down. He felt the water come in and rise arnAxMy^ *«
,.
t
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about hill hfp, trh«n with «a effort, he throvr off the weiirht of thn *tnwi> .«^
succeeded with some difflclty in making hie way Lm aSout th^^^^^^
onr to the window at the end. Jt woh broken, and Mr. Clare thin k^t hit If
any o„,^ot through It, it m««t have been before he did IrBtaid oeHr h/
I'aJe-the "pot ^'"«'" ^' "^'^ P^'^^'^*^'*^ ''^ ^'^ ^'•'■^"^''' ^b«"^»^ relu^tlSly t" -
oiM:^;"£lS,Sr;.;;?S,^:J^!!?^*"« •'^P^^^ or the narrow eHcape.
Statement of Mr. John J. Smith.
Saturday morning, called on Mb. John J. Smith, of Livonia Wavii« <•.»
.ert&^htVf.h^'''^,^?^^•^"'^'•L^^^^^ ^^^^^^ himalToslt «7th^^^^^^^
VtThM time r ? thS i^Ji'^'/K ""'^ *."'^. ^'« *'*'««' ? "^^^^ » «»* "« hiJ^head _ «
ihlVh!.-^ V af'^ent he was sitting In the front part of the hindcar
mM^^' thf** ^'°™ *r^^'^^^'' ^PI^««>*« the stove, that b.-fng on the right side
flouting this way. Just a second before going down, h^^ard a whistlo anH a
noise in front of the train. Th« car felt as if it wroff the track by the irl^
ief;n7fhro'"«Pr';^^,f J"'»P^"« ^^'^^y »P' fonowersut go^L tVti^
Tooks and fhf^iTA'" If ""? it going from under him, he claspeTonVof K2
doesriof know ho / "i«r.':^\faved his life. On reaching the bottom, how he
does not know he found himself in water up to his neck, and was for a time
ing h 8read\arIlv1oT:"T'." [""^^ ? -'"*^- "« wCnrbTed b/moT
hpfn^nnoK!i? '^ ^^"'"'''^''^o keep his mouth above water and breathe
being unable to mo ire, on account of bodies on his feet He ielt a Ln '« S
near him whe« in the water, who appeared to 1,^ dead. He doicra>rthe SrTes
2ewr8o"MllX:.'t'-"^'-"*^r?*^^™" ^" being car;£T\o1hfhS
Statement of Mr. W. W. Reed.
Mr. Reed, who is a relative of C. M. Reed, of Erie was sittino- in fh«
fourth seat from the door of the last car. Four' persoKtbe as foHol
third, Mr. Reed oocupymg the fourth. Thinks they were jroinTsiirnr «5^h*
Sr R w.«T' T^ ^"^ bt^en going at that slow rat7forhalf a SilTe or mot
^reaS when he foft a%h';fr^^^^^^ time : heard one whiXfor Twn
from fh. \^«7o +K thumping ot the car and knew it was oft' the track but
?«„♦!. til X . ^ °' **r. Zimmerman and Mr. Farr they were hniM-ir
eL^ nf'fh?' ^^^ ?.*.^"*' *°^ h« *^'°k« »"»«* have been thrown the whX
wiuLt^f P''"»"9« ; lie oouia nol see even tlie (i«t ray of li»l,t X„
auout flfteen nunute. and he come^oT^„ea^.;aI^"r^gff VeetvinroniPr
OT two allgbti cnt«. nnJ cxcoptlng a Baroncsi wottld ftjol pwfwUj vfA\» Ho
roturns homo to-day.
Statement of Mr. H. M. YtrringtorCs.
Mr. Ycrrington. who is froni Port Stanley, was reported an severely
wounded, but on visitiiif? him this raornln«. wo found htm ready to go out
tho report having originated from his clothes l)tMng perfectly sa uratcd with
blood when taken out. Mr. Y. was sitting al the front end or ti.c as cnr with
his feet on the stove, next in front of Mr. Zimmerman. Ihinka thov had
beon running some way-half a mile or more—at about ten milw an hour ;
did not hear anv whittle, wh ch ho thinks may be accounted for by the coifo ;
felt th3 jolting of the cars as if it was off tho tr.tck. for sixty feot or a littlu
more thin vhe length of tho car. Not remembering tho bridge, did not give
anr concern to the noise, thinking at tho worst they could not go f^i* at that
rate, before they would hold up. He had never been tn a collismn. but had
thought if he should ever be he would keep his scat ; the determuUion saved
his life probably. , , .
The classic the cars broke, and he thinks some ot tho seats gave way be-
fore the car went over. Thinks thiU M^ssr^. Z mmermau aal l-arr wcro
thrown down tlr.*t. and ho was thrown over the stovo on them, being In tho
water and whou taken out was a litth^ out of his head but came out all right
after getting warm, with the exception of a cut unijer the left car, and a scalp
wound on thj back of his head.
Statement of Mr. Marshall.
W. R. Mmisiuu., of Wcodstock, was one of the few fortunate persons who
were not killed by the late fearful accident. From his statement which up-
nsara in the Spectator, we make the following extracts :—
''There were no incidents of a striking nature on the trip from Toronto to
theiunction with the main line near Hamilton. When within sight of the
Hamilton station, Mr. Beatty asked me "what time it was ? ' I looked at my
watch and told hiui it was a -'quarter to six." About this time the tram began
to go slower. Nearly half a minute afterwards I perceived quite a constarna-
tion in the cars, passengers running to and fro, apparently much e.\cited. At
the same time, I felt a strange sens^ation as if caused by somethmg irapedmg
tho motion of the train. It was not a shock, but at the same time ev-cry ono
seemed to think that someihing was wrong. As I was not aware of the dan-^
rreroua character of the place wo were approach mg, I retained ray seat, and
SdriMed others to do the samt*. A slight pause ensued, myself and those sittmg
with mi, remaining still, but anxiously waiting the result ^yhen with one jerk
we were precipitated into the yawning abyss below. While descending I re-
tained perRct consciousness, and felt we were going down some awtul preci-
pici' : not a voice was heard in the descent. On reaching the bottom thero
was one general crash, aftiu- which I found myself in total darkness, hemmed
in on cve?y side : and crushed almost to suffocation by human bodies and bro-
ken scats. The Ijlood oozed from my mouth, and it seemed as if every breath
1 drew would be the last. The next few minutes were the most awful I ever
witne sed : oh, that it may never be my lot to experience ffie like again, bomo
prayed, others called noon the saints, others swore fearful oaths, and all seem-
ed writhing in the deepest agony. 1 can only liken the plac,; to a slaughter
house. The blood streamed down over my face -.nd clothes as it some hugo
beast had boon slain above me. In this fearful situation were placed 80 or 90
human beings, who, a few moments before rejoiced in excellent health and
spirits, their minds occupied with worldly cares or pleasures : little thinking
they would be so soon called into the presence of their Eternal Judge. What
an awful le?son does this shocking event teach those who habitually put off
nmkinff their npace with God to some future day, or to a death bed. Iho wri-
ter of these few lines will consider himself amply repaid, li uis Ueseripiioa euo-
M
mmmAm \n nMrmiftAiiiff One ulaner to wsek for refVige In HiJi who nromlsed to tie a
IlSXveSSS&d for fbout ten miDiit«^«, dnring which t!m« I spoko t«>i<i1^
SS S^^^ to be patleut at..f wait for help. The top oj
more ttielv. At tM| n tailt, a croiebur or flometblnj< of the kind frotn w'ltj^w
Kcll^tewW^^^ Sfe blow wa« about to bo repeated, -When, by a 'iudded
^tlXHP tiStiwrtrument. and called noon iU penon to1aBl« .or 1^
Sd kllfrae lajmedUteWftflerwardB, a hani, (from the size, I should IhiiA
Hm ft wSn'ff S W^^ q(implek.lv oVet my mouth, ;o a«_to near yJla^
a}SjreT«rofti^Lr?.t^^^2s^^^^^^^^^^
t
lerinr 6very aartetanoe in tuoir power to me umvuuuuvc pw»«,^^»,- U.'i' '^
ThI 8CBNB AT TpB BRIDGE, AND OLEARINO OF THE WRfiCK.i
Tbi t^W^ :»f^ioh va8 presented the Instant after *!>« *«"i«?,77,*^J!t,^*;J
be^n^onSated, beggars all description. The locomotive withlt^^bta^
driver and fireman, c9P>pW\y subn^erged; two passenger cars freighted 1h^
preci^aonlsTand abaggagicar,>att^^ ^» r ''^ '^*^'''' i nr' W tet
.tnction. But if this ruthless material destruction was apP'^^^^ . f %,1^^
riSc, kow awfTrf. w^ U»P or^aiiing out of h.?m^ Ufe J^?if »«f„J«f ^^^^ .|^t.
taiB ipUntered ruinpof tho^p cars arose cries M^d shrieks, grga^? ^aJf^K
«iti«Ss dfuneartWy i»ten8i^y ; while through Uxeir ^W^W-ef^.m?,^'*^^^^
ppotnkded the limbs *ud bodies of scores (^ tjje df ^r T^W?>M^&^f ^JXj%
who bat Bmomant before were in the b^yTd»y,qf l#p»W^. Yi>9;j5K^M
few moments, the bewildered survivors could only ^^^^^J^^mM^J^
horrors before them. A Reaction enauejJi V^, ^a ,^ach flew to the r6scue.
impelled by a comp^^n V^tinct. Irwei^ate f «^9*S« Sr^All^i^h^ne^^^
ferent shops. Andjersonsengaged on the works at the De^iot. All ^ig^*' P«^-
S4^X4 ^L malei^extWca^^ the bodied frdin the wrefcte ^Rafts
IwKd^ th^ce, Wonable the men with' lon^pole^^ana looks. to, pjo.
*?|J V^r l&r mo^^ safety. All "jg^S*"? ^^^^^^SSe^
deckers per^everid b their humane eflForts unrtfl all the haiiwnipfii^
,^AX OP FA^I^O AND PRAYER. . . ,, ^, ...
.'-r On Friday morning, the day ftfter the acpideat, t^e , C^y CoanQil 0^^
HamiSin WW prom^ conyonpd hy order of the Kypr. ^f?4.the ^Mo^?^
j«6lntion« unanimonsly adopted : \,^, ,., *
Ri«oivTO,-.Th»t the Council having received infotWfl^^ .f,:*H/'Bft .{if ^*»*
"^ kE80LVW),-11iiitin iiumi)le raWieslon to the Prorldenw ofHlm,
mrroiHkll6ih to^he' fctoUiia, but wHow inBcnltable wiadokn P«mi*te
B^T?fa«ftil eala^y on the Great W«.1^mRa«toad. by w^^^^
nMctedfriendg and citizens tiave been hurried into eternity, he it T^«*^e^7;f „^«^<^S vr
tGwTiS Sf thisdity be respectfuny required to set apart Monday \^>th of Mar^h^a
'STy- ?rhSlKl6n ; thriy a^r* requVBted toUse from the ordinary °3£S„*Jf^!J^'
2ndn»**in*helr respwtfve c«ttgt«gfttion? oh tijat d<iy,jind.that Kroclfnjatlpnot^^,)^'?^
iblp be iP*W*)d to thfit effect. ,! ; i ' ;i
,In accoj4aace with <*e above reaolutipn, Moi^^ay .V^ <W|?«», JRH^/gg
of bmftiMioa a^d poLyer. A^^km^a o^ ^'^^W W-^^^JMA^^^
worsMp was held in tie various Churches O^mmMM^^^
the laiest relieioua meetings ever as^embl^ed in ftahifl^bh, Vas heia. m jpox s
li !
I
Before dtoWDg the ^S' " fo^fKose of erectog a mqnoment to
Tnrine smoouaoed a collection tor tne puiFuo ...riT one hundred dol-
bJt A B^ker, when the plates V^f'^^°^JZ^Z^\^oijT^ to' eon-
Si wtre collectk. It ™^»rw Sati?»' oSt'm^ht tave an oppottanity
teibute to this *™°?''°?,^i'''A^lTiSs to LVof the 5>Uowing mini8terB,Ti|:
H«P«'- THE FUNEKAL OBSEQUL^S . r .^^. . ^
and Monday. The bodiej of B^^- M^-/^^e interred on Sunday, and i,%<m
Steveneon, Mr. SUart and Mr Bumfield, ^ ^ ^^ ^^ >io^day. All
?f Captain Sutherland aad Adam F^m^^^^^ le. The cUy
the funerals were ^^^^J^ ^^ /^./i^S ^ar Churches tolled the mournfiilre-
waa shrouded in sackcloth •, the bells «; ,^^^JL';';_gg,g ^g^e crowded with long
JJfemoTthe slaaghtered vie ims; and our^^^^^^ theplace of ^-
K^l processions, rAowlya^^^^^^^^ ^„, ,, express their sor-
Btiltu'-e. It Beemed as if the entire c^^J "f " berpaved. The body of S. Zim-
?owL the dead and theirsympa^y J^^|^^^^^^^^^^^^ on MoW w th
merman was taken to Niagara Full« on »un^ ^^enfrom various parts of the
Masonic honors. Large numbers of 1^^^^^^^^ ^^^ ^^ ,,^try m the
iS^fe =^:^Sl o^P^^he Jt^.hute of re^ct to
the departed. BIOGRAPHICAL SKETCHES. ^ ;;'
«^T »TWMTBRMAN. OP CLIFTON, NIAGARA > ALLS, C. '^
Kghtedness. He said to «^"f «XSe wMrhThas oHate years fo W
commencement upon the Ime of enterprise wmcnne ^ CaViada, were »
ed srsuccessfully, that his only eff^^^^-^^^J ^^^s ?e Mmself added, that he
!ray horse and buggy. ^V^^^ht be su^po^ed as n^ . ^ ^^^ ^^ ^^^
possessed no more capital ^^an he JX;"^^^^^^^ and his first undertaking
Sien but 27 years of age He located at inoroi^ Welland Canal, which
^as the construction of 4 locks and an aqueduct on ^^^er contract,
involved something like $100,000. .f "oseqijenvi^, for which, was
1^9 mUes of the Gr.at ^estern^^^^^^^^^^^^ l^ea^^^ BrSge at Niagara Falls
about $600,000. The hnji J^^f ?f *Xe 'amr^^ engaged his attention and
and of the great railroad h^dge atthe^^am^ ^ peterboro', the Port Hope
commanded his resources H^^^i^M^^Xav? i^ Mr. Zimmer-
and Lindsay, and the Eneand ^ntano Mwa^^^^^^ arrangements for
^an originated, and had just comple^^^^ ^.^^^ ^ J ^ ter^, to
?i!iSbTtUte^l^^^
"^rtccSXl^^ "^-
|Jnt«d him from carrying forward. ^.^ ^.^
11
known as the "Clifton House," and his excellent taste and liberal ideas wer*
illustrated in improving this fine estate, and adorning it artistically. Fifty- ,
two acres on the cliflF, directly opposite the American Falls, are enclosed
with an iron fence and private hedge. The topography of these grounds is
diversified and picturesque. That part nearest the river is level, and this is
laid out in gravelled walks, with shrubbery, forest trees andfountains. One
fountain was constructed at a cost of $15,000.
These groves and shaded promenades are lighted during the summer
eveniegs with gas. The proprietor's residence stands on a bluff some 60 feet
high, midway of the ample grounds. In the summer it is nearly hidden by
thft foliage of the surrounding trees. This dwelling is an unpretending man-
sion, but has always been the sceno of generous hospitality, while occupied
by its princely owner, who has just been carried from it to his long home.
! .- Hehad pwfected the most extended and elaborate plans for tl^e estab-
H;<hmeat near the same spot of an elegant mansion-house, with the proper ac-
cessories and surroundings. The foundation of a building of Cleveland sand-
stone and Canadian brick, to cost $175,000, were laid last year, and the work
was to be prosecuted immediately. His lodges, of which there are four, the
conservatory, and tenements for his servants, are models of taste. His sta-
bles, completed last year, cost $48,000. From the terraces on the gronndi
and the portico of his dwelling, a splendid view of the American Falls is ob-
tained. , , t V
The "Clifton House" is near by— one of the most complete and popular nO"
tels that any watering place can boast. This was owned by Mr. Zimmerman
and was worth over $300,000. .
At Elgin, on the Western side of the river, at the Suspension Bridge,
the deceased formerly owned a large property, which his own liberal «3tpen-
diture and judicious enterprise had rendered very valuable. This was sold
last year to his friends, Messrs. Pierson & Benedict, for $200,000. At To-
ronto, he owned property valued at $400,000. At Hamilton, an estate worth
$100,000. He was owner of the steamer Zmmerman, on Lake Ontario, and
half owner of another boat, the Peerless—Ma interest in both amounting pro-
bably to $100,000. Some 18,000 acres of land, in different parts of Canada,
belonged to him. He estimated this property to be worth $3,000,000.
Mr. Zimmerman has been twice married. His first wife was Miss Wood-
ruff, the only daughter of a worthy and influential man at St. Davids, near
Niagara Falls. Thiss lady bore him two sons, who are still living—John,
aged 8 years, and Richard, aged 6. She died in Nov. 1854. On the 16th
December last, he was married to Miss Dunn of Three Rivers, C. E. The
deceased was a man of limited education, but he was endowed with sterling
mental gifts.
The brothers, Martin and James, both younger than the deceased, nave
been associated with him here. They will succeed him in some of his enter-
prises.
CAPTAIN SUTHERLAND, OP HAMILTON.
Captain Sutherland was bom in 1805, in the island of Hoy, in the parish of
Walls, Orkney, and went to sea at the age of 17, in the employ of the Honour-
able Hudson's Bay Company, and had the honour of sailing with the Right Hon.
Sir John Franklin, to Hudson's Bay. He subsequently went to the Baltic, to
' ISollaid, Portugal, dnd the Brazils. He was for some time mate of the Royal
V Williatn. the first vessel that crossed the Atlantic wholly by steam.
i'' On one occasion he was wrecked off the ooast of Prussia, and remained for
'" iixteen hours on the wreck, with his collar bone broken. He settled in Canada
in the year 1831, and was appointed captain of the steamer Queenston in 1833.
He afterwwda oogunaaded in the Traveller, the St. Qeorge, Coboorgh, th*
'iiv n
,*cnpm.t to'SV troop? aud ,tore, to KiDBlpj, »'>4 ""^f"««*i«*y"f ^-
EimseKia 1806 by cuUing out the French Corvette La Ta^ttgeti^, off ^^ ^^tet
^^ditt^Z-«ti^Za( three W««««, Mr of «l.«i.B«.i*i
waM
'faW t1ie60t^6rii ia whfcli the dtceadta w^s" liWliNr th&fej?bo.;^ved
tftlde? m te m^ mention, thit, in 1854, When He ieiikeiftim tjecoirimand
»Sm whom had sailed Witts hiaft)r«lx^ eeveA
fefers tir'eB^liteA MM with a teJstittroriial of their regttrd. _^ -^, _ j ^ xv^
^^Wskm^^, 1847, he was {^resented by an Bdgli* Btockhol)ter, of tJK^
'Hi^BMt'iMimi with a tnagniflcent silver iplver and other ninepie^s. lb*
Sl?Sre tHe following inscription :-" This service was presented to Gap-
ttte SiStttherland, Sf Hamilton, Canada W.«st, by George Berry Torr, in
SknbWtedkment of hia services zealously and faithfallyperforniedw "
CaS Sutherland from his position as one of the oldest and i^oatjp-
«4«fiiifl«'df cwr steamboat Gaplaias, was extensively known JbTOU^Qut^ the
^e^flo^iindit is not venturing too mnch when we say, that wheirever ^i.e waa
Sown he was not only respected, he was loved, Fi^nk, generous, ?nwly,
oSSeartedi alwaya re&y to &ympa]thv'« ^ith>he,^nfort^^ate ai»d, relieve
tKtetSed,,tewaB,afinJ s-impleof tUe British sailor,, tp wl^ichpfofea^^pn
STvS^^bred, Vi«^g)?Pen aln,^ ci^d on ^e|S«nf^te^
?^Ptfi,%S^»?V^^^ic
ideed, before the memo-
thfe home of. his joi^^ . in the Nortl^ern part . .
flo«jhaman is itsplf a public calamitiy, for it l^avps a g|^
Xh Tap! easily filled up. It W^l^»^,lloMfe•^V-Ma^^
rs of CaBl#wi Sutherland is forgotten by the public of v^^ad^r , v . <;; i^ >^iiiL
f 'fcapffiutlierland leaves a widow, three ^^^^.f ^^^ji^W^^H^^^
•his iiSly io^ , He wa^ a |ind,tu Jandand Mher, |fHend b Mj^^^
Pxm patriot; and an unwavering friend. Peace to his ^hes. , ^
^1, JOHN C. HENt)feR80N, OP HAMILTON. fui tH'j odj Jfrjl
Tiife siibioiiiednbti86 6f m. J.Hehder6oii, bWtU^N^^^^ ^f^'iSff'^'
_; 'mnS^ 6f the Grekt Western llaitey; id Irbiw -^e
"amilton -Sipe^ildfor : . iL.Ji:i.ii.
Mr. Henderson, whose melancholy dedth bj^ t^he i^t^^ railway a^de^tje
have alreadv chron cled, was a native of Leicestershire, England. . m^kj by
*^^!fLc.;l i^ipl7SSc en'^ineer. For sbhife years pref ioui to his departure
f?llSs Vative SnJ?y for S^^ ^>^^^ toProffe^r
^"^ll?s'Sn'tmc'SriM*^^^^^^ it. ^trdndmy and mathematics-
^re^'J nrp« charei^ter, anf^ U l^^^^^^^
Tfina* distinffuished scientific pien in England attesting the tact. AS a iwrinei
Sibof of tS^ ^i^o^tly after Jhis ^rf ivaUn C^^a he^as
5^?ed^ by ProfessofAirey, the charge of the observatory in Au3^^a.% ft po-
,Sn of great importance, and would have Ployed a lucrative ppej^u^^^^^
|«pl.L?hadd«termuiedto Dush his fortune ^ Canada, ai^d consequently
aelBliri^it. He arrived here in the summer of l^*'^'*^! ^fiSPnTrhi
SS to fill the omoe of chief clerk of tlie mechpical ^epwiaji^t pTtoe
Sfafwestem Rail^ay-^the duties of wh^cfe place he, d^h^jj ffi^^ ^at
>r.,r" .._ X- i.u^ *i^^ ;^f u?a «.Aaiafiti.t.inn. which Docorrea m AufittitJwiV, ^ -l
M Kirwirt7tle'timi"of Uis wsigwition, wMch'pbcwK§4.mAWR* W** b i.
..*»biU^^p^xo^x^.j.^.^j^^ his^d and amiable SlspoBiton won for UA fc*
;
u
f
respect of* ail who M wy iVt^yco^^ise raft i^i^;,^ tlii^^^d^^^^
li« was. held \n tbs highest estiiiiatipa, and among tne m6cnaiiip»-^wiTQ whom
his position frequenUy brought him in contact — he wwan eBt^^aft ftivdHt^,
ai^ lione but those Who liave seen, can desctibe thd coristdimtioii ftiifl ^W
wkich. the riews o^l^i? death produced aiioop'g^st theffi^
04 his reaigQiag hii positioh in August last, the feikkjiloyile^ tiad^ Uihd
oocasioii of presenting him with a beatftiftil servifc^ of silre* w t^k^^n/ df thelf
regard for him- His object for leaving the company's etuBtot Wm to Mtimme
ifie agent, in Canada, of the Cyclops li-on W6icra, ^Heh fjoJimdn he hM iA
the time of his death; '<o4i".od ki« .a^iiq ami:
^ f > , ,f ... ,GHABL£S BROWN, OF SALT. .'> lOioiOt'i;'
The following brief reference to Mr. Chartea Bro'wa, of Gdlt, is " fropi )the
Toronto Olobe :
Among the sufferers in ithe l^te ead Ifagedy, the circumstances attending
thodepwise of Mr, Charles Brown, merchant, or Gait, are striking and.affect-
ihg. J^r. Brown a^d an elder brother had coni^ to Tdtont6 ib itMce grepara-
t^ona ^r the funeral of their aged father, \rti6se re&Aftt^ W6tef ^h^ to Tdr&iiio
ipr interment » as the jfamilyhad long U^6<f in th^ Cllty, aiid vNJW Jib6ii« to
njjiAe it the place 0^ their permanent re^derce. Mr. Charle$ Bi*owri irtlved
iftlToronto on the fatal Thursday, and on tnat'day at one o'clock the rtfefclris
of his iia,ther were taken from the httuse of his relative, Hr. P. Brdwni Chiirai-
8treet> to the Necropolis. Aboi^t tljree o'clock he left tiis ftiend'S hoiiAe,^!-
fhqugh earnestly entreated to remain for the night. ^\^ anfietjr to i^joifl his
iasters in Qalt, who were mqurhing the loss of their f^thet, \inS8 not to be Over-
come^ Provident'aily, his brother resolved to remain till tfext d»j[, bt 1>dth
would in ^11 probability have lost their live^. RumOrs reached their auxioiis
relatives in Gait eai'ly on Friday, km fbi ^oine tiihe thby beM6VM that both
teothers were gone. But •' one wasj taken and the oiher left. " He Who was
.^ua siij^enly removed wfis not unprepared, (bt his life was for istHaf yeiirs
distmruished by the most ardent and dhogtentaiioiis piety, ^ccbitifiAinled by
the most amiable temper and disposii:6n. Hi^ lilfe wafe indeed '^hid with
Christ in God, " and we doubt not when the sudden summons camfcf; he rfeceiv-
editwith ioy, and was at once welcomed to the Society and enjoyment of the
blefet; whtfre his heart had long beeri: At the early age of 32 was this young
Christian remdVM ? His remains were removed to Toronto on Mof^ay^ and
'fe^rried fVotti the same honse whence his venerable fethe- had been taken four
t'iiyS'Wor^, and deposited in the Saine vattlt. >
^ <• Blessed tire the dead who die in the Lord; yea, saith the B<>irit, they
"' re^ f^bm th^ir labotir, and theu- works do follow themi" But we are not of
ihat clkss who think that the deaih of the distinguished ^nd eminent ottgbt
alone to be recorded. There is one who has passed from amongst us, whofl«
destth hais brought ds poignant sorrow to a generous family, as if the greatent
in the land had fallen. Well may We exclaim,—
Leaved have ^h^if time ijd ^n, ^ _, .^
"I 3IK1 t/And flb^wB td wither ia the iiorth Witid's breatli,.
':■"'". And stars to fodfl-rbpt all mi , lyi.
Thou hast all seasons for thine own, Death! ,.j,^f,,.,
JOHN MOBUBT, OF THOBOl-D.
(Froih the Thorold Gazette.)
the death of pur friend, Mr. John Morley, Will be regretted by a lai-ge
number of pebble in the codnties of Lincoln and Welland. It is a seipious
bisineBS as a plo^igh manufacturer. He ^as a shrewd business man, of
vary iemperate habits, and otJiei-wiSe of linblemisUed moral characielf. He
.left home oil the m r.8t,, fqir the bttrpose oif ^^tatiUshin:! Agte6iis at Haiftil
ton, Toronto, and other places for fh* ^tte (>f Ul^ cel«brat«i t)t6tigliB, and
S^ltthT^teenx of his brother Cottucilorsbu^^^^^ England,
time past, and being a . rvurlecease He has left
heretofore. „ ox ^ears of age, at the time of lus decease, n
Mr. Morley ^»« ?.^ //*" f^^f^t his meliinoholy death.
rwidow and four <^^^'^l^^Z.o., op pok. hope.
, .j:.,.;u. r.. .. ' (From the Port Hope Guide.) . ^h otfTue^dJtjf'.
toaB»ilw»y. »*!■•■"«*''■'• "'"'"nit.r.Uw.y calamity have
nauuea»yp.evi«^„j--;rs^:'irrars^^^£^^^
Sry. About two o'clock the mo^^^ Burnham, Hams ^f "^^m* ^^^^^^^
ThenameroospMssy'""'^, He obtained ^^eral prizes for e"^"',
«f/to hi. enterprise an^sk^H^obta^^^^^^^^^^^^^
World's r"'_»'I'^iL»rinChip, county, orProvmcal to passed^o^^ ^^ ^^^^
nor of hiiWAy. fi*- ■™!riB
i
1
1
15
manmi. To mj that h« hAd ikults is only to aflknowledg^ n\m liamAti. FMtbl
be to his ashes ! He is gone, but his name, associated with the aj^caltural
prpsperity of our cqunty and country, will long live after him. ' ' ' '"' *■
BEV. DR. HXISE, OF HAMILTON. !««»;■.
Respecting this very worthy gentleman, who was cue of the victims of
tbe late accident, Rev. John Butler of this city, furnishes the following brifl^
sketch : — >•.
My acquaintance with the late Rbv. Doctor Heise, commenced in
this country, about three years ago. Of his previous history I am almost en-
tirely ignorant. He has told methat he emigrated from Germany, about eigjiit
or nine years since, to the United States, where he remained until 18^4:. ; rt /
He was introduced to me as a teacher of German, which language I stik>-
died with him for some time. Shortly after I first knew him,he asked to come
and board in my house. His request was complied with, and he remained a
member of my family until he was so suddenly removed.
About a year and a half ago. Dr. Heise was ordained Deacon by the
Bishop of Toronto, and was to have been soon admitted to Priest's orders.—
He had been, I understood, a preacher among the Lutherans, in Philadelphia,
and at some other places in the United States.
He was a man of good abilities, especially for language, and who had not
neglected the improvement of his intellect. His manner was unpretending,
simple and humble. He made many visits among the poor, as he used to call
it, '*j>er pedes Apostolonim" and on the whole was one who tried, in my opin-
ion, to do his duty to God, and to his fellow-men.
The deceased was Doctor of Philosophy of Jena. He has left an aged
ipother.m Germany,, who was dependent on him for support ; and for whom,
.if iu3iy Buovdd wish to subscribe I shall be happy to Tbie the mediuin of com-
munication. — John BuTLEiR. " ,i'.^j'
. bum
■ -' MK. AND MRS. EUSSKLL, OF BBANTFORD. ^^OT^atf )
*^'''' (From the Ohri$tiaa messenger.) • •• .! •!';:'(;;
, T?he deeply affecting results of the late railroad catastrophe, do not ap-
pear in a more heart-moving form as regards the family desolations and be-
reavements caused thereby, than in the death of the tw;0 individtiiilis tnen-
tioned above. They were in the very prime of life ; had a young family <»f
five dear children, the eldest under nine years of age ; they were most happi-
ly united in coigugal affection ; had passed thi^ough a season of peculiar
anxiety, in reference to their temporal concerns ; the threatening storm had
passed over, and the clouds which had enveloped them were all dispersed ;
everything to human view seemed to be bright and cheering, promising years
of usefulness and delightful enjoyment, when in a few short moments they
were hurried away along with many other dear fellow-creatures, from every-
thing earthly and all the endearments of life, by one dread crash of death.
John Russell, the husband, was a native of Ireland, and was bom in
the parish of Maghargell, in the county of Antrim, in the yeai^ 1822, where
his father, James Russfell, then resided. He came to Canada when a boy
along wiljl|L his father's family, who settled in the township of Esquesing. —
When grown to be a young man, he left his father's house and came to live at
Paris on the Grand Rivei '.»ng with a youthful associate, who now resides
at Owen Sound. Not long afterwards he came to live at Brantford, where
he had his home to the time of his death The deceased was always outward-
■!_ _ X"— ! J X- __1I~: _# __1 ^i-^A— ^~.A :„^.,~i._;~..» Vn^!'-" e — 'I ~ii— — /l-J
iV a iiTlUUU lU rcUj5iUii, Ul auuvr. steauj auu xuviuriTiuun Dauivs, aiiu attcuucCl
regularly the house of God. But he neglected to seek the soul-saving and
vital power of the gospel to which he had long listened, which is indispensa-
bly requisite in order to bring dying men to the footstool of mercy as humble
if
lunnlieiuitB to pkad m n rijAt maimer, with eatrnest cries for pardon and ao-
S£to%Tvi'tS So? thTough'Se precious Woon»a^^^ <JM,
whois ricli in mercy, dia not leave him, hQWevev, to )?erMi in a state of^-
decided formalism, and under tlie (iecent guise of inere otiHrard mbrality. Du-
ring the gracious revivftl of religion, which took place in this town a year
ago, John Russell, amongst many others, was led to experie»cP a 4»V9 rcli-
i^OTW c<>n<iem, and was taught to know that he was a vile s^jimei! iftthp pigfet
of ^od, and would inevitably perish if he did not "flee from the wrath to
'eome."
' Not wag mfter this he joined the Cougregatiouttl Clhurch. l^ame a nm-
m and ftbttfe member of toe saine, took the lead of worship in hia^f^mifer,
whidihaA previously been left to his partner in life, and WftlJted befiwe the
ii<opUwA)»iou8«er7aQt0ft€kiii, m.^w ■,]
"ilQt atlhkni^ to'Vl^rn hfs Iwrdy' ^'""^^^ W* f«W ffliw f;9^
Or 'to' ttiidtotHliik' ttte c^um. »'i f .» 'f;-'j[ rni m ]• . n. -f? ban
wfth th6
">:'
h'niuumn 9i{ inm ,iIt;
Sklraofi^al^Stilon; fetid Whfet would have been his,r««^antt
pi'eclpita'tedl^'to tV^ <Jh^P 9^ death in a monie&«, knd bw
*oul palled into eternity in such an aWflit ii/ddvn manner. " BlesBcd a're ttic
mi WhWdie tn t^eLord. Y^.^altii ttie $f ii'it, for theyrest from their la-
A „^. »..»,.«,.. i.i i»..:.^ „>:(!» »..<i iiaaf tniifhor whrMA snirit WRB CAlieC
loom when he was
^ul caviled into eternit
AifK memi^h, W)e Ipving wife f^nd d^ niothejr, JiifM9^.(?Pirit was c^1i#
infl;^.^
albng,^th
away Irom earth the same qioop^nt with th^t 4?f i»^r b^W^ffl^WftfrT i^
H^,8ftme9fid,pcciiirrence,5raB horn in tl^e Pjty pf f^P.^lp^i^jM??*^^
child of early convictions and prayer, and was ofi^n known to be H^^
concerned for the salvation of her sottl when Jrer quite young. Some time
after her marriage, Mrs. Russell tfntted with the Congregational Church, and
Wed-herfplSMJe ^8 #11 chw^h n^embers ought to dp— ^ith punctual r,egular-
M^m every eao-tWy .oi^pern, w^p ! F# ^^^^^^^I^S £,^ S^iS^^
.,5^,qh,^d^fi^^,%l?dA^I)?W|%tl>HJ«8^^ey^rbe^^^ „ ^j
- n KBT. ALntBV BOOKKB, OP HAMIli'roN. rn
, Rev. Atf^Bp Bookke, Pastor of tiie Park streetBaptist Chtfrcljj/Hama-
.;^#, was bo?3i at ;^ottingh^pa, .t;nglaad, in the year IbOO. jHe was <ioi^Y^^
in t^e ye,ar 1920, ajk the chapel of Ease, B't. ^aj:y*s, Nottingham, and yaS or-
dained P?^s^r of ihe Baptist Ghupch, at Paradise Place, a feW years ftfter.—
He had ch^We of that church until his removal to Canada, which tOol^T>lace
in th,e year 1842. After remaining in itfonbeal about 8 tabnths, he removed
to Hamilton in tJUe spring of 1843, where he succeeded shortly after in organ-
izing the regular Baptist Church, of which he remained Pastor until his death.
During the whole of his ministrations in England, ^nd for severg^ J®*^ W^
Canada he received no remuneration for bis ^erviQQS, depending ioi*his air-
port upon his own private means.
Ainong those who lost their lives by the recent awful catastrophe a^ the
Desjajrdin Canal, none will be more inisaed tlian the subject of this bnei
; sketch. In laddition to Ids city charge, hu bad a congregation at WeUin^on
$qviare, whom he s(upp^ed on a week day. $inpe the ope,nin^ of the Totc^^
l^ilroadh© h^^day^^leiJ Mija^^lf of ft as.?, la^^e orconve^i^^j^-T^^oi^g Jov»
:
'■
:
"
^1^ A fisai 16 thiit plsoci tliat this t^rible iaU-mity oc(ftnfr«d;
-^ As ii 6ftri(iti&Q and a CKristfaii toih)9tef ^ #88 tiighiy etrrd doii^Hi^ty «Ae
fiMndi^ed by &TI wlio ha(d the prrvilR&re of bis ncquahitahce. Hie deatU will b« «
^Rt and sore lofts, riot only to hb owh chtrrch tfnd congregatitcmy i*h<MitlWi
End ^ithfully ^erfW'fbr rt«ny y«tfrt. bltt fo tfi/<5 puMi<j g*n-rA\ly. «8 'iw tooU!
to a6ir!v^ em ptoinHidtit paft rh all the great moral and beii6votent trfdtenieniti*
ofthedi^y. From an iutimate acquaintance with him for se^fe^al yearrj^ipmfet-
#ff had fbrmfed a bf^h ^stirt^^te of bis r^li^lOtt* and miod-al Wwtt». ■ V/<r h h- j
lW6#rt biit f^w taeh fk "Bitidei-ely arid wilrritesitly ddtoled to hi* Jiarte^'ff ^rk^
tiir wbo itttiriffe^^ tw Same itttef e?s« Iri the progress of erau^fHroiT rellgloai
Hii9 la^t p^^lt la%ord mi tbe Sabbiith tn^iodt to bm gtfdden^nd my^erHmil
i^^riiovtil to ahoiher WoHd, were cBferiicterijsed, we bilie tieen irifofrtied by a
iiibfe than oWiriar| degree of eamestnieste and fervor, of deep «wid bearifelt
ttnxfety for the sdlyatton of his beo^Ie. Bttt it hns pleased God, In a ibosl
mysterious manoer, to retpove bito fr^n^ anlorifgJ't us; and of him! it xnary lii
fraly stiid, he " rests from his labors, and his works do follow him."
1o f-.
• ••
THE COBONEE'S INQUEST.
First Day. —Friday, Metrch IZth, 1857.
_ On Friday, the Im of March, after the Coroners— H. B. Bdll, EStJ., wH
Dr. Rosebrngh — had completed their preliminary labors in exjwriiri'ftig and
identifying the bodies, they proceeded to the Board Room oT the QreAt Weit^
tern Railway, where the following g^entlemen were sworn in on the Jury : •
Janfies Osborne, Jos. Lister, John Moore, John Galbraith, Levi Beostr,
RobeiHi Rry, Jesse Nickerson, Thomas B. Harris, Robert Odjorne, Win. ib
d. Kerr, Alex. HaniiltOri, Lewis Ri Gorbey, Cims. Uagill, James Mclnlyr^
Horatfa Case, James Cttinmings.
JamesMcIntyrewas then elected foreman, «ud the Jury were directed to
^nire bow Domild Stuart and many otbers catHe to their death. Ti»«y theQ
fit'oteeetled to' view the various bodiesi, and immediately afterwai^s adjpttrJM^
till two o'clock on Saturday, .,,
Sucand Da^.-^atvrdapf Mfarch 14.
. .Tihe jury met at the Court House, at 2 o'clock P. Hf. C<it*oiierfe Ros6Wrugb,
6utl and Jones, presidiag. A great number of gentlemen were in attendariee.
Mr. Stephen Richards, barrister, attended to watch the Inquest, on behalf
rf til^e Grewn. His Honor Mayor Moore was likewise present, as were f bb^
C. Keefer and J. F. Clarke, Esqs., civil engine ers.
Richard F. Jbssup sworn.— I am Travelling Auditor to the Great Wert-
em Railway Company, and have been in the Company's employ since August,
1854. I was on the train when the accident occurred. I was on the la^ car
of the train. After we passed the switch, I felt an unusual motion, whicb in-
duced me to look out and see what was the matter. I saw the couduclov coi»6
out of the other car, arid he seemed to be efrideftvoring to get ibe cowritetiori
joint out, but as as he could not succeed, he leaped off. I leaped dtf as the
car went over. The list truck of the hindmost car was left oh the triick ;
that car was held suspended for half a moment or so by the ring-bolt'. There
was no cry, nor any signal before the engine got on to thebndjre^ cjwmoteay
what was the cause of the accident, but think that the locomotive was not oflf
the track before it reached the bridge. A brakeman we* tm the bind ^plat-
form.
1
xS uaSwi
rr to Sir. JutnC's
OsburBu-
-Thnre tvuB Bo bfiroplng of wbeelg.
think I should have known if the IwomofciTe or cars ha* been off the track. —
There Would have been u jerking #ekn>g eFxperieaced. Have been oh aii train
when it was offthef^'aok, and^frao such 8aieatkxl2 bow aa thaea. Fei4rfiO
18
tHopf^ift till th* tngloe nrait baTO be«n on the bridge. Heard tba ttnbtm «f
the bridge craahiog before I got up. Don't know bow tbe cars were bent, bat
obierved tbat tbe rails were spread out, or bent. Tbe speed, I imagine, would
be from 5 to 8 miles an bour. I think a man could get on at tbat sp«ed.~-
Tbe switchman was at bis post when I got off. Before coming to the switob,
tbe Uflual signals wcro given, but heard no signal afterwards.
To Mr. Case — My opinion is, tbat tbe engine did not get off the track i^
it bad reached tbe bridge. >
To Mr. Richards — 1lie baggage car was towards tbe bay ; saw two men
crawl out of it while I looked at it ; it lay nearly east and west, somewhat ol>>
liquely. The passenger cars lay nearly crosswise ; could see a portion of tbe
flnt car. The last car was nearly perpendicular, resting on tbe top of tbe wall^
To tbe Coroner — Did not wait to examine much, but came to tbe city for
medical assistance ; jumped on a farmer's waggon on the road, after running
np the bank and crossing tbe suspension bridge. Thinks tbat no portion of
the second car was in tbe water ; did not examine closely.
To Mr. Magill — Cannot account why one side of the bridge was torn
away more than the other.
To Mr. Wynne — I believe that I should have known had one wheel of
the engine been off the track.
Edwabd Levibk (sworn,) — Am baggageman and was on the train when
this accident happened. Was in the baggage car next to the engine and ten-
der. It was the 4.10 or accommodation train ; we made all tbe stations on
time. Henry Urquhart, the express-man, was with me in the baggage por-
tion of the baggage-car. Was looking out of the door on the right-hand side
when the train came up to the bridge. Noticed nothing wrong. Saw the
switchman with a green flag in bis band, which signifies that *'all is right-
go on." Just as the engine got to the bridge, heard one sharp signal to put
on the brakes, and with that I saw the engine sink through the bridge. Was
sitting on the b iggage close by the door. Heard the crashing of the bridge,
and saw the engine-driver hold up both hands ; with that I leaped out, and
lighted on the parapet of the bridge. Had just time to leap out and sav^
myself. v? : I
In answer to Mr. James Roy — Was going at the usual low rate of speed.
To the Coroner — Saw tbe cars go over. The trucks of the last car were
left on the track. Did not observe the engine strike the bridge ; it seemed
to sink down through the bridge. Cannot say whether the engine was off
the track or not. It did not strike me as being off the track. Felt no jolt-
ing. Did not see the locomotive deviate from the track. Was looking at iti
and am sure it did not strike the side of the bridge.
To Mr. James Osborne — The first noise was the creaking of timbers. —
Could see along the bridge. Just as the engine-driver whistled, the engine
was going on to the bridge. Had told Mr. Muir that witness thought there
was something wrong with the locomotive, or the engine-driver would not
have whistled ''on brakes." He whistled just as he went on the bridge.
To the Coroner — The entrance of the engine on the bridge and the whis-
tle were simultaneous.
To Mr. Richards — Thinks the engine began to sink before the whole of
it was on the bridge. The locomotive appeared to sink down by the fore-
part. Thinks all the locomotive, but not Uie tender, was on the bridge when
it sank. Was not more than a foot from tbe edge of the wall when I jumped
off. The bridge was broken about a month since, by the breakingof an axle
of tbe locomotive, which broke up some 7 or 8 ties of the bridge. We changed
cars for a day or so there, until the bridge had been mended.
To Mr. Nickerson — The marks on the ties where the bridge was broken
before, were between the rails. Saw^some fresh marks on Thursday last
19
The marks on the ties nrast hare been oocasioned by the breaking of som«
portion of the locomotiye.
Thomas Tbibute.— Am switch-man and brakesman at the Deojardin'i
Junction ; was on duty when this accident occurred. When the signal was
given, I opened the switch. The train came on. David Crombie, anothe-
•witcbman, had got one foot on the steps, but did not get on as he observed
the locomotive going down. He had gone about tbe length of a passenger car
before he jumped otf. Saw Barrett and Mr. Muir jump off', and knew some-
thing #as wrong. Could not see the locomotive. When it passed me I did
not observe anything was wrong. Saw a man come out to jump, but be went
down with the cur. Just as Mr. Muir jumped tha hind car went over. The
hind truck remained on the track. Heard no cracking, und saw nothing wrong
till all went over. From the switch to the bridge is about 70 or 71 feet : have
been told so. It is usual to blow for " brakes on" " brakes off again." Heard
one sharp whistle afterwards for brakes on. Could not see the locomotive, but
ehould think that the whistle was given just as the locomotive got on the
bridge. No. 3 freight train had pasfed down a little before, and in passing
over it afterwards, I had examined the bridge, and found it all right. It was
my duty to examine it after any train passed over it. When I went to look
at the smash-up, some one must have turned my switch on the main line.—
Near the telegraph olUce there was a bright mark, and further on a rail was
bent, and the chair broken, as if the wheel had not been on the rail and then
a part oi the rail was cut off and two connecting rods of the switch were broken
as if the flange of the wheel had cut them through. One of the rode was
dragged down the line.
To Mr. Richards,— I examined the bridge closely. Do so every time I go
on duty, and also alter the passage of each train. Spent about fifteen minutes
each time. When the train came in, I was standing three feet west of the
switch. Observed a joltiug till it got to the bridge. The last car had passed
me when the whistle blew. Could not see the locomotive. Saw my fellow-
switchman try to get up on the hind platform. Am positive that all the train
had passed me before the shrill whistle sounded. Saw both sides of the bridge
after it passed me. Did not see the locomotive or cars deviate from the track.
It was on the Toronto line where the marks of which 1 speak, were made.—
The first was about the distance from the switch as where the inner rails cross
each other. Saw a sort of scratch between the connecting rods pf the switch.
^ To Mr. Gwynne,~Cannot say how long a time had elapsed after the
freight train had passed. I was then in the house, and Crombie waa at the
switch. I had plenty of time to examine the bridge. I turned the switch
when I heard the whistle, and Crombie was standing near me. The switch
1% always right for the main line and we have no right to open it until a
Toronto train whistles. 1 am sure that tbe chain or chair was broken by that
train. It could not be turned if broken.
David Crombie, sworn— Am bridge-tender and switchman at tbe Desjar-
dm B Canal. Was on duty on Thursday afternoon. Goes on duty at seven
clock in the morning, and generally leaves by the Toronto train. My proper
time to leave i^ six o'clock at night, but my brother-switchman generally
relieves me in time to ride home. The switch was adjusted for the Toronto
train by him. I was near by, and got on the train as usual. It was going at
a speed of about six or seven miles an hour. I experienced a jolt, and heard
a sharp" whistle at the same moment, and leaped off. I was only on the steps.
1 looked forward, and saw that tbe bridge and the engine were falling dowj.
I called to out Mr. Muir and others to jump for their lives. Cannot say whether
— "-s,-"-' "«o •cjij.ticijr uu fcuc iniugu wuCu ii uuiuiuuuct'a laiuug. xae 0100
truck was left on tbe rails. I think all the locomotive was o/er the bridgs,
but am not certain. The car w^«» standing up against the wall and I went to
get a ropt to be let dowa into ^reioae thoMuside. I tzamintd tbt tra«k
rdfilbA, and fboBd tbaJi tibo rail Taroato w«rds of tba f^tcb waslig^
there was a mark ou the rods and on the chair iti wbioh U^ rail i»iet. T09
Haark WGM OD the middW ; it was or qo pongequcnce. Ooe of the rods wf« cut
ri^t through. There wore fresh mwksou the tics up to the bridge, occa,$ioQ^,
I believe, by one of the truclc-wheels getting oi|' the track. My r^asoq for
Ibtakimg no ia, that the larae engiiouc got diJ^naged jut»t at the t>ait>e npot i^ Jupip
last, and thea the Bame kind of marks were madjo, and the wheel caiiic wlt]i(u^
about au inch of the ad^t^of the tirabei on which the rail \y»s fixed. At thiU
tlmd the traiu get over ia safety, and the brakes wore not whistled dfwn tm
it got over.
To Mx. Robert Osborne. — Did nx^ me the Engine Driver whc^ t^^.e^pe
went down.
To Mr. Richardn. — I was about 12 or U yard# o£F the bridgi^ ^fbei^ I
jumpf d. The eingice and tender went down together, a^d piust have b?en qp
tiu bridge at the 9ame moment. Tribute came on duty about 8i;c n^nut^?
before tho Toronto train came. It was about ten minutes betore that, that the
Creight train passed. 1 followed the freight train, and examined the bri^g^.
Blverjthlng appeared to be right uptil the locomotive got to the bridge. Do
not know whether Ttibute exatained the bridge or not. T^jiro mi^uteB were
sutticieat to make the examination. Uad no instructions to make a mmnt^
examiuation. Tribute could not have spent many minutes. It was a hfL'avj^
freight train of about fil'teen or twenty cars, and drawn by a heavy £nglis]^
en^ue. There were marks made by a train in February, an4 others in Jun^
last, a« if the wheels had been off the track. When freight tr^in runoff, twelve
or fourteen ties an^l the corner part were broken. None of the stringers wer^
injured. Believes no part of th'i bridge, which was injured on that opqasion,
but was taken away and replaced by new work. The vepeel which struck the
bridge last summer with her most, made scarcely any observable mai'^ on the
»mi sfde of tb^} bi'idge.
-^ The Inquest was adjourned ab^ut seven p. m., to meet again. on Taaedajr
attlie Mechanics' Institute at eleven o'clock a. m.
Thij-d Day. — Tuesday, March, 17.
Tfce Jury met at the City Hall, at 2 o'clock, P. M.
Mr. Coroner 6ult< said as the wreck of the biridge bad been tekenoiitiof
tile water, he would suggest that before proceeding to take the evidence,
the Jurors woRld proceed to the Bcene of thedisaBter, and view the tunbers
of' the bridge j which had been preserved. The Coroners and Jury then pro-
ceeded to the spot, with thfe understanding that they would proceed with
i^ evidence on their return.
itii
The Jury met again at 7 o'clock in the evening, to hear further evidence.
Edwin Richaardson. I am conductor on the Hamilton and Toronto branch.
Was infost Office car ; was asleep. The first shock that I felt was the floor
giving away, and the breaking of timber, and felt the ashes from the stove
flying about me, and the water rushing in. Was not acting as conductor.
Wbeu the cfir fell down, I kicked the glass out of the window and, got out, bijt
could render no assistance, as ray back was injured. After the e;5citement
was somewhat ovur, I asked Crombie (the switchman) what was the cai^se of
the accident, he said it was a loose wheel or sprung axle. I got a lamp ar^d
-went out and examined the track, near the switch, and from that I tracked
tiije wheel to the abutment of the bridge. My impression was tha^t only one
ol.the wheels was ofll I believe that so long as the engine rem^ii^ed on tl^e
iffkilft the bridge was BBrfcctly sale, but even dividing the we'^bt of the loop-
iu^lv%, tl^ wou.d uavcsuliicieiitX^l to break the timber^ of the br[4j|e. Z
ilaive Mfn tke timbere of the bridge, but they are not now as.. ir%f T '
^smk I ^««!ifi4^^e nm^m iB« M( Mai4 ^ HP tp t]^e WBP>
•
yf((T9 Tre9h ijaarka. I always thougbt the bridge was safe, anlcBs an engine
j|pt oflf the track.
To Mr. Richards— The locomotive would break the cross pieces and fall
tbroHgb. The elde pieces, too, would give way, There are five bearings to
ly^at enffine.
To Mr. Cummings.— (Examining the diagram.) There was ice and
enow there. The marks are now mo-tly trodden out.
MicuABX. DuFFKY—Am a breaksman on the Toronto and Hatnllton road ;
have been such fourt«en months. Waa standing between the baggage and the
first passenger care, as the train passed Uje switch ; I naw Crombie try to get
00, but he did not seem to do so , and I heard a whistle to put on bralicB. then
turned my heed and immediately jumped. Felt motion of the engine, driver
had left off steam. This sensation was felt about the length of ba*f a car af-
ter the whistle. Saw that the engine had gone and jumped, feiliag about
four yards off the wall. When I looked round, all the cars had gone over.
Don't recollect seeing any trucks on the track. Jumped off on the side next
Uoodas. It would take about a minute to run from the switch to the bridge.
I supposed tho whistle was to clo-c up to permit Grombie to get on. Was go-
ing about six or seven miljs an hour. The engineer whistled on brakes about
the length of a car off the bridge. It was about the length of the engine,
tender and baggage car from the switch when he whistled.
To Mr. Roy. — Sometimes I put on the brakes without being signalled, in
oaae of crossings and bridges, or when the train was on a curve*
To Mr. Gwynne.— I think I had not come opposite th« wall of th^
bridge.
To Mr. Richards. — Cannot say positively that the engine was not on the
bridge when be heard the whistle.
Edward Barrbtt— Was conductor on the ill-fated train. Have been
three years in the Company's service, and a little over a year as conductor.
I vms standing on the Ibrward platform, on the hind car. Heard the whistle,
and jumped, as I heard some one call out*- jump!" I lit about half-way
along the wall. I called to Mr. Muir, who jumped. So did Mr. Jeseup, and
anoWier man tried to jump. The locomotive was about ha'i-way between ttie
switch and the bridge when I heard the whistle. Felt no unusual motion on
the train. Have been on a locomotive when it ran off the track, but felt no
jolting, running about twenty-five or thirty miles an hour. Was not now go-
ing more tiian eight miles an hour. The switch was all right. Saw the
switchman with a green flag. Experienced no motion of the cars. Thinks
something was wrong with the engine, or the bridge would not have given
way, that is, it the engine were on the track. Examined the track immediate-
ly, and found that a piece of the rail had been cut off. It was about ioftr
Inches long, and perhaps one-eighth of an inch thick.
To Mr. James Osborne.— -Was not looking nt the engine before I jumped.
When 1 loolced she was gone, and I could not see her.
To Mr. Richards— I jumped when I heard the cry. The whistle was a
few seconds before. The crack and the cry were at the same time. Have but
a poor recollection about it.
Yi To Mr. Gwynne— The marks were fresh. , ,
To the Coroner— The hind truck of the last car remained on the rails.
Wm. K. MuiB— Is Assistant Superintendent of the Great Western Rail-
way. Has been in the Company's service for three years and a half. Was on
thp train when the accident occurred. Was sitting on the last seat of the last
car reading, on approaching the bridge. When the car which I was in was on
the switch, felt a jerking motion. The engine had not then reached the bridge.
Got up and opened the door, and saw Cromtjie, the switchman, boidlng up his
hands, and heard him sirig out to lump. Leaptd off the platform, and landed
on the hridi^Q a few l^et tiom the edge or the caital. Wben I had turned
a
^tnf'
rottnd t^iB cnpffne and cars had all pfone down. Thinks that one of the wheels
of the locomotive was oif the tracR, ocuasiuoed by the breaking of an axl«.
Has seen the bridge severely tested, and couHidern it perfectly pafe. Never
had any complaints made to him in relation to the unsafe condition of the
bridge. Is quite satistlod that the passenger cars were on the track ; thinks
that the marks on the ties and rods were matle by the broken wheel— does
not think that tl»ey could bave been made by any othr part of the machinery.
At seven o'clock the Jury adjourned till Wednesday, to hear fiirther
•▼idence.
Fourth Day. — Wednesday, March 18.
The Jury mot at seven o'clock in the evening at the City Hall, Coronen
Bull and Rosebrugh presiding.
DriNA HousB sworn.— I live on the Toronto side of the bridge, about 100
Tarda from the track, on the north side of the track near the edge of the lake.
1 was at home when the train came up. I saw it just as it was at the switch.
I beard a noise soon after the locomotive passed the switch — a rumbling noise,
not the usual noise of the train— that attracted my particular attention ; I
looked and Instantly heard the whistle. I supposed at the time, and made the
remark to my daughter, a girl of the age of 16, that the cars were off the
track. The next I saw was the engine give a kind of a shake when it was just
at the Toronto end of the stone work ; the engine gave a quiver ; I saw the
engine plain till it went on the bridge ; the masonry partly hid the engine
from my view, but could see Ihe smoke pipe very plainly ; it was shaking : am
certain of it ; the cars all gave a shako ; when the locomotive came to the
bridge could see ii quite plainly ; when the fore part went on the bridge, the
hind part tipped up and gave a shake , then it seemed to shoot on a little
further ; saw it break loose from the baggage-car ; could see a space between
them ; the baggage car was just coming on the edge of the bridge ; the engine
was half way on the bridge when it canted ; the front part of the engine went
down first ; did not see it fall against either side of the bridge ; saw the bag-
gage car jro down as well as the rest of the train ; noticed a man on the engine;
■aw him jump ; this was when the locomotive commenced to tip ; don't know
whether it was the engineer or not ; saw two men jump oft" the hind car ; the
baggage car whirled round towards our house ; the first passenger car ran
along, tipped up, and turned upside down ; it turned over sideways— I thought
80 at the time ; ran out to see if I could assist any one ; that is all I could
see ; was in the house with the window closed.
William Scott deposed. — lam foreman of the track repairers from the
bridge to near Dundas. My section includes the bridge ; have been in that
capacity since October last ; have to go over the track twice every day ; had
been over twice on Thursday ; the last time was about 4 o'clock in the after-
noon ; at that time the track and bridge were all right ; have to see if the
stringers of (he bridge are closely " packed." I did so on Thursday iisy
bave been ten minutes going across the bridge and back ; have seen tbrne
locomotives go over the bridge together ; they were drawing a heav^ * A>i :
there was no crack ; always considered the bridge safe.
James T. Sergeant said, I have formerly been Inspector of masonry,
bridges, &c., ontlie Great Western Railway ; left in October last, after be-
ing 6J years in the company's employ ; went to the scene of the late acci-
dent at about 7 o'clock ; <^i(I not examine the marks until Tuesday. Some
18 or 20 months ago theivr v»^i a some additional floor-joists put in ; it was
supposed there was enov^.i ; • tlj strength of the bridge; saw 2 engines
running over the bridge v :geih t, before that time, and I noticed the track on
taS «ri-^g6 settle slightly. At that time the longitudinal etiingeib were pine ;
afterwards they were of oak, I ordered the additional needle-pins in ; It
stamad to ba stiff enough after that ; saw nothing unsafe afterward ; ntTsr
-
u
i8ft4« My rtport that the brldse wii nniftfe ; when the bridge wti being Ml
np I laid It look*d slight, and would not go over it before an engine had
driven over. Bj the continnal running of trains over the bridge it would be-
come wealter, and if not looked after might become unsafe ; think the tim.
horH were broken by a dead weight ; saw no marks of a blow strong enongh
to bavo carried the bridge down ; it may have been a sudden jerk, like the
engine dropping down. While I had charge of the bridge, I went over it
every day to see that the bolts were screwed tlglit ; Saw no mark on the ties
•8 if the locomotive had fallen ; some bolts would often get loose — those thro'
the end of the diagonal braces ; can't say how often ; it might happen once
a week ; the reverning of an engine on the bridge might have an Tnjurioue
effect upon it ; when I reported anything wrong, the Company always made
everything right ; should think the marks on the ties looked very slight for
ft wheel running on them ; the quality of timber in the first ties was, in some
of them, not so good as it might be. If the bridge had been made with
■troi ger ties, and planked with 3 or 4 inch oak planks, it might possibly have
sustr I "d an engine falling off the track. I have been on other railways be.
fore ; I think the original broccs and stringers in the bridge are too slight;
ffhen the ties were broken about a month ago, I should think the structure
of the bridge must have suffered ; every "rack" hurts a bridge of that kind.
To Mr. Riohards.—! have been on a train when a locomotive has run off
the track ; think the whole train would be shakea by'such an event ; don't
think the marks on the ties were caused by a locomotive ; if a locomotive had
run off the track, it would have made a mark on the needle beams ; saw no
mark such as would be made in that case ; the track may have spread, and
the engine dropped through ; have observed where the ends were broken off ;
one side broke at a splicing that is on the lake side ; the breakage was at
about the centre of the splice ; there are three iron bolts through it. A bolt,
driven in " snug," docs not weaken the wood as much as a loose one; think
two bolts might have been sufficient ; Mr. J. T. Clark was engineer on the
road when the bridge was built ; Mr. Whipple constructed it ; told him at the
time the timbers were slight ; slight bridge requires more attention than s
heavy one ; when I noticed the bridge iHjnd. years ago, the cords dd not
bend ; have oliserved a crack in one of the needle beams, which looks like an
old crack. My impression on seeing the remains of the bridge was, that it was
broken by a dead weight ; if the needle benms had broken, some part of the
care would probably have been left ; think a heavier bridge might have been
eifer ; ifadooringhad been built up even with the rail, strong enough, Lft
would have been safer in my opinion than it is now.
Fifth Day— Thursday, March 19<A.
The Jury met nt seven o'cloe?:, p. m.— the same coroners presiding.
Wm. McKay, deposed- -am conductor of the freight train, No. 3, East, and
No. 6, West ; have been in that capacity for 15 montlis ; have run most of
the time between Hamilton and London ; have had charge of very heavy
trains ; frequently I have had three engines, and once 36 loaded cars ; never
had any suspicions as to the bridge on the canal ; never heard the bridge
crack except on frosty mornings, when it sometimes cracked, like other wood-
en buildings ; pafsed over the bridge at 5 :20 on the afternoon of the day on
which the accident occurred ; did not hear it crack then, nor did I hear any
one mal?e such a remark ; there would never be three engines on the bridge
at one time— only two ; we never go rapidly over the bridge ; it is up grade
going west, and when going east, we have to stop at the junction; I think,
however, we may sometimes have pa*^«ed the bridge at the rate of 13orU
nuies an hour ; never felt any jarring upon the bridge. On Thursday last 1
stopped in Hamilton, and went to the scene of the accident; saw marks as if
made by the flange of a wheel, pretty clear to the rail ; the mark appeared
Irtifr; Wenot exftmina^ the Uaarks since j m^ in:lpi*c6sl6fi ItiAi nl^fittHii.
i^at the engiue waa oflT the track. I have had an axle broak whea ^unhitirfi
tiain. When an axle breaks, one ot tho wheels leans in first ; the wheel that
ia slack on the rail generally goes off flret, especially at a curve. We hare no
particnlaf instructions respecting the Depjai^in Bridge ; \te have no gCDerat
instructions. When going into junctions, we are to hare our trairic at full
conftiriand ; if avo «ee all ia clear, I consrd''^- we are allowed to go dh-ectly Irt ;
pever saw anything on th6 bridge to make me uneasy; never thougHtthd
btl^l^e T^ould be safe if the tngine ahould run off the tr Jck.
. '/Edwaiid Hardmax v7a8 sworn— He said; atii an engfne-drlvei' ott th«
W^kiii Western ; I drive tho engine faiither , have l)een driver for two fekr%
6ti the Great Western Railway, and altogether' for upwards of four years ; th^
Panth«r is a heavy engine— one of the hefiiviest. f drove No. 3 freight on
Tbtift^ay, and went over the brrd^ at 5 : 20 ; heard nothing break on the
bridge, and heard nobody say anything about such an occurrence ; never
h^ard any one way «bat the bridge was unsafe— sill the engine-drivers consider
ft Pttfe ; ^tts working for throe years in the shop before L drove ; a reguwr
appt nticeph?p to the business is seven years. I know something about
^ cwMtruotion of locomotives ; was at tho bridge on Thureiiay, ten mnuteii
after theaccident. I went to the other B?de or it the next morning at nine
d'elock ; think the marks were fresh, for there was a blue mark on the rails
not ousted over, as if tlw flan«?c of a wheel had been tia veiling oil the rail,
I don't think a car wheel wouM have made such an impression ; the mark
was on the lake aide of the track, on the land side of the rail. I axa al-
most sure it was a new mark; did not trace it much beyond the swilwh;
ottrbeivy engines make very slight marks on frosty ground ; have seen
one of the track wheels loose or broken. It might get off the rail, but not
very well off the engine ; have seen engine wheels keep the track with ft
bent axle ; a ulight axle would cause slight marks similar to those I observed
on Thursday. I have known a heavier engiue than the Oxford, with all the
wheels off the track, make slighter marks llian those made on Tl!ur«day
night; if a bridge gives when we p&ss over it, we can easily disoern it ; I
don't think the truck wheels of the Oxford were heavy enough to make
the impressions visible; think the trail wheel of the engine made the mark
6n the rail, switch, road, &c. hTat would have thrown the engine offdireot-
ly the wheel dropped.
RiCHARO Bo-VD deposed— I am Inspector of Bridges on the eastern divi-
sion of the Great Western Railroad from Suspension Bridge to Woodstock ;
have been in that capacity since October last ; was inspector of station build*
ings on Toronto line before that ; have been connected with railways for 20
years; consider myself able to judge when a bridge is right or wrong ; ex-
amined the bridge about a fortnight or three weeks before tJie accident ; it
wa all right ; always considered the bridge a safe one, and am aware of no
report ever having been made that the bridge was not safe ; was in Hamilton
on Thursday last, went to the bridge directly on hearing of the accident; —
found the marks on the track where either an engine or tender had been off
the track ; found a rail bent — a piece of iron shaved off — and a connecting-
rod broken ; these marks were perfectly fresli ; I swear to tliat positively ;
that was about 6 p. m., on Thursday ; thought at that time the engine had
gone off the ti^ack before it reached the bridge. There was an eccentric rod
iiist at the extreme end of the bridsre.running: across tlie track, in the string-
ers, under the rails ; that was cut ; the rod is about 1 k inch ronnd iron ; it
is broken off close ; think the locomotive or tender must have struck the lat-
tice-work next Uundas ; think the engine would clear out the beams as it
want along, damaging the lattices, and then ca^ry down the cars ; the lattices
are broken higher up on the Dundas side than on the other, therefore I thiBk
aff
tiie cords on that side went first ; if the engine had struck the sides of the
bridge, it might aftei'wards have tumbled over and made the mark it has
done — (stove-pipe mark.)
To Mr. Richards.— I do sometime? make a report of bridges to an en-
gineer ; expect the chief responsibility rests upon me ; had the charge of
such works as bridges; planned abridge at Grimsby, England, across the en-
trance to the Grimsby Dock ; that was a railway bridge, but no locomo-
tives ran over it ; don't know of an engineer having inspected that bridge :
searched the cords of the bridge carefully after th eFebruary accident : looked
at ti>e trestle work carefully, several times, more than ten minutes each time:
swear every bolt was right, and that I saw no split in the siding ; saw no
spl It at the splicing ; there might be a sun check ; should take no notice of
that ; would not be certain whether there was an old check or not ; don't
recollect any check or split any ,vhere along the bridge ; think the ends
distance from the " scarf," but I di(' '
did not examine it
are broken a short ^^.
closely, not so closely as I did in February.
The Jury adjourned at half-past 11 o'clock, to meet again on Monday,
at 2, p. m. r, . jt
Sixth Datj. — Monday, March 23.
The Jury met at the City Hall at 2 o'clock p. m., and the preparations
for raising the submerged locomotive having been completed, proceeded, in
company with the members of the City Council, to the bridge, to view the
proceedings. Over a thousand person?, were present, among whom were the
Hon. Mr. Killaly, Assistant Commissioner Board of Works, of Toronto, J. P.
Clarke, Esq., Chief Engineer State of New York, T. C. Keefer, Esq., Civil
Engineer, and members of the press from Toronto and Hamilton.
The locomotive was raised with pullies and derricks on the top of the
water and showed the forward truck wheel of the engine on the right side
broken off. From the posture of the engine as it lay on the bottom of the
canal on its side, it seems quite impossible that the wheel was broken by the
fall, everyting goes to show that the axle was broken, either on the bridge
or very near it, and the breaking of the bridge was from the concussion which
ensued. The bridge was tested with three heavy English engines attached,
and there was not the slightest vibration perceivable. It seemed remarkably
strong. -
Seventh Day. — Tuesday, March 24.
At 2 o'clock, p. m., the Jury assembled at the City Hall: The first wit-
ness examined was one of the surviving passengers.
Mr. J, K. Clare — was in the first car of the fatal train ; is a dry goods
merchant in Hamilton ; was in the first car of the train on the day of the ac-
cident ; felt a jerk and heard a whistle of the locomotive at the same time ;
then felt a second jerk, and at the same time felt the car falling ; sut about
three seats from the stove ; thouocht we were pretty much near the bridge ;
all I remember of what happened in the car was one loud scream as wc -wect
down ; could not say that any one got out ; had my child on my kn^e ; could
not say in what way we were going down ; only felt as if I had di-opped down
straight from some high place ; when the car began to go down I was in my
seat, three seats from the stove, and the next thing I remember was, I felt
myself in a heap of rubbish two seats from where the stove stood, and tow-
ard.q thft eno'inn • p.milrl -nnt qorr •^I'linf yrrr^" +V.<x »«.-.»« ^{f iU^ ;j — j. .
. '.""'. — ~ ' "■ ■ J' "'"*■'-• ♦ftic vixrj \ja.\i.ri-c ui mu auvxuciib ^ my
opinion IS that the locomotive was on the bridge when I heard the first whis-
tle till the time I felt the next shock was scarcely an instant, and then I felt
we were falling down ; my opinion was that we were going faster that time
than we had ever gone before ; could not say how many miles an hour we
were going ; had not previously to this momant ever felt a similar sensation
in trkTelling by ft train ; felt no nnpleasant sensation before I felt ft jerk ;
WM not aware of anything being wrong till I felt the first jerk. When I be-
came conscious after the fall, I felt a stove upon me, and at the same moment
I felt for my child ; I looked along the car but could see no one ; half of my
body was in water ; got out through one of the windows and felt something
giye way under me, which I then believed to be the bodies of those thrown
to the en d of the car ; could not see any seats, and do not know where they
wer« ; saw Capt. Sutherland, Mr. Duffield and Adam Ferrie, the latter was
three seats back of me ; Duflield sat one from the stove ; Capt. Sutherland
fSarther down in the car ; that is all I know of the accident.
To Mr. Richards — am of opinion the first jerk was wheta the engine fell
and pulled the baggage car down, the second otte was when that car snatched
our car over ; before this, the cars had gone along qhite smooth ; if the loco-
motive had been oflF the track, the train could not have run so smooth ; the
reason of my tbinking we were going fast was from my looking at olgects
through the window.
W. R. Marshall — I reside in "Woodstock, am a dry goods merchant in
that place ; was in the Toronto train on Thursday the 12Lh ; was in the last
car ; sat four seats back, on the side next the lake ; was looking out of the
vnndow and could see Hamilton, and the first feeling of a peculiar nature I
felt, was an oscillation of the car, and from the time I felt that sensation to
the time I went over, was a very short time. The passengers were all very
much alarmed, (and I also became much alarmed '^ and were running about
from place to place ; this was just before I heard the whittle that tnis oscilla-
tion took place, and in half a minute we were down ; could not tell where,
and from that time I cannot remember anything ; when the oscillation took
place, and the passengers became alarmed, I requested them to k«ep stilly
we were going very slow, about 5 or 6 miles an hour ; 1 am in the habit of
travelling a good deal in the car^ ; I judged we were coming to some place
from the slackening of our speed ; it (Ud not strike me that we were travelling
fast ; thought we were going very easy ; it was shortly after feeling the os-
oillatipn of the car that we went down ; did not make an attempt to get out ;
Una fpqni on^e end of the car to the other ; did not think that the locpmptive
was off the track. T,>(iAf?t?
Anthont Shbrwoot) — Is ft civil engineer ; is at present engaged on the
Buffalo, Brantford and Goderich Railroad, and has been engaged with Mr.
Lock, C. E., at Southampton. Was also engaged on the Lancashire & Carlisle
Railway as assistant engineer ; has been about a year on a Spanish railroad ;
was engineer there ; came to Hamilton some 10 months ago ; was engaged
for a short i,ime in the mechanical department of the G. W. R ; from seeing
a toain pass over that bridge, I made an examination ; calculated that it
woxild bear about three times the strain that was ordinarily put upon railroad
l^ridges ; merely measured the timber, but did not look as to the quality of
the timber ; it was about nine months ago that I made this examination and
calculation.
A written statement of the examination made by Mr. Sherwood, was then
read.
To Coroner — I have examined the renewed bridge ; there are a few more
noodle boams than are in the plan from which I have made that calculation :
the scarfetoo are joined rather different in the new bridge, aod this would
Add to its strength.
To a Juror— If the bridge had been planked it would have distributed
the weight, but did not think a single plank would have kept it from falling
flirongh, or it would have turned off through the lattice work. No wooden
'
'
•
bridge oottld have stood the amount of impact of saoh a sfaoek aa tke fall of
the "Oxford," « i— o hm* ui
To a Jiirvman— Have seen them composed of wood and iron ; the usual
way h to put Iron girders and plank across, but in such cases the trains have
been known to break through upon such a train. The only sure way to avoid
them would be to stop the engine and go over slow. """^w
To Ur. Richards-By the term impact I mean a striking : 18 tons falling
a foot and going at 7 miles would produce a force of 380 tonHit would leavl
a mark wheh it would so fall ; it would cut the beams right through ; a freieht
oar would strike with a force of 190 tons or one half ; it would^not make a
scratchy- but would cut or crush right through them.
To Mr. Richards-Idid not observe any brashy timber there, nor any
that was decayed. I saw some that were cracked, but thought they m^ havj
broV'jn by the blow. The lattices may have been made of medium qualities of
timber. A bridge of this kind is not likely to be impaired in three veara. it
may in five years. , j^'**'^ »•
. To ^r. Beecher-The calculation as to the relative strength of oak and
pme IS, pine 90 to 112 Canadian oak and common pine, seasoned, is prefer-
red to oak. I do not think it would have been desirable to use oak fbr those
needle beams. In England it is calculated 125 tons would break a bridtfe
It 18 considered 2i is sufficient. The Desjardin bridge I calculate 4i to 1*
which would give 3^ above required strength. I have looked at thi-» bridflre
scientifically. I know nothing of the state of the timber. Prom what I ktt'*-
of the bridge, that weight as a dead weight could not have broken it iTit
could, no bridge in the world is safe. Mr. Brunell has said that where a short
bridge was dangerous he would rather go over quick than slow. There was
less deflection when the trial was made yesterday, when the trains went over
rapidly, than when taken over slowly. I consider the accident occurred ftom
the broken wheel. Had the engine come up whole, I should be at a loss to
know how the bridge had broken.
The Jury adjourned at six o'clock to meet again at eight o'clock The
first witness examined upon their re-asaembling was
Andrew Talcott. who said— I reside in Cincinnati, Ohio, and am a ci-
vil engineer. I am Chief engineer and superintendent of the Ohio and Missis-
sippi Railroad. 1 was, before that, on the Richmond and Danville railroad
Virginia, as chief engineer for eight years. I have been in Hamilton since
this morning. I have made an examination of the fragments of the bridite
and of the engine. I have drawn up a paper embodying my views It is L
follows : — .^ o rf . « « »o
From this examination I am of opinion there was no lack of stren-'th in
the bridge fbr the safe transit of the heaviest trains. This conclusion is ar-
on!fn^,u **''"'"* calculation Of the strength of the transits; for assuming but
8000 lbs per square inch for the tensile strength of the timbers on the bridire
1 and the lower chords should bear a load of 272 tons, the main tension braces
each bO tons each, and the counter braces each about 30i tons gross
The greatest weight that would be brought on the bridge by coupling two
of the Company's heaviest engines, it is believed, could not exceed 72 tons •
but to get this weight upon the bridge it must be distributed over its entire
length, and consequently be equally borne by the main four braces, ^hich
gives a load of 18 tons, which is only 3-lOths of ^he nomiUal strentrth : the
counter oraces Demg 8 iu number, and each affording about one-half the re-
sistance of the mam braces, are loaded in about the same ratio of their
strengths.
It might be shown that the upper chord floor beams, and track stringers
were as strong in proportion, and consequently, that the structure was oapA-'
ble of bearing over three times the weight of elny train thwt oiftUd be put 5p-
28
on it, which leaves as large a margin for casualities as will be found in a
very great proportion of the railroad bridges in the United States.
I thought proper to state what load the bridge would carry, because I
find in the mind of the public an impression that this bridge had not sufficient
strength to bear an ordinary train. My examination on the ground showed
clearly, to my mind, that the cause of the accident was the breaking of the
axle, and displacement of a wheel before the engine touched the bridge.
This estimate is calculated on taking the thickness of the chords at their
weakest point— allowing tor the bolt holes and scarfing, although that is not
the point at which there is the greatest tension.
To Mr. Ricliards.— If 136 tons were put on the centre of the bridge, it would
bear it ; if distributed, the bridge would bear 272 tons. That is the strength
of the chords — not the floor beams : have assumed the truss to be 17 feet in
height, the length of the bridge 72 feet ; took the minimum section of the
timber ; the bolts do not reduce the tensile strength in greater proportion
than that of the timber cutaway ; a piece of timber 12 inches broad, with a 4
inch bolt hole in the centre is stronger than an eight inch piece, as to its power
to withstand a train ; near the splice was not the weakest part, because it was
not in the centre ; if the bridge is shorter than 1 assumed, it is stronger than
I calculated. I examined the axle o. the engine ; found the fracture smooth-
ed down, as if it had run some distance in that state ; have seen an engine on
the traclt that made no deeper impression thau those on the rail ; my impres-
sion on examining the timbers was, that the cowcatcher had pitched forward
and cut them ; the locomotive would have cut through everything it touched.
To Mr. Beecher, — My whole life has been passed in engineering ; was
educated at West Point ; was for 18 years a military engineer — and for 20
years a civil engineer ; saw nothing in the timbers to cause the accident ; have
no doubt in my own mind, and there can be none in that of any well informed
man as to the cause of the accident ; some time last winter a " How'' bridge,
with an arch, in the Indianapolis and Cincinnati railroad, was cut through by
a car running off the track ; don't know a single bridge in America that would
stand when such a force of impact should come in contact with it ; am sure
the axle was not broken by a fall— it is not quite fresh, but a little smoothed
by friction. If the ties of the bridge had been made of oak, it would not have
strengthened it, in fact I think pine was better.
To Mr. Richards. — I saw no decayed timbers.
Wintess here narrated a case in which a wheel had run for miles, after
the axle had broken in the journal, and beam rubbed quite smooth.
To a Juror.— It might be better for the switch to be a little further away
from the bridge, if practicable.
To another Juror.— It is not certain, by any means, that the defect could
have been discovered if the train had stopped before coming to the bridge.
WiLLiAJtf Gabrick sworn, said— I am a carpenter ; served a 5 years' ap-
prenticeship, about 18 years ago, and have been employed as a carpenter ever
since ; am in the employ of the Great Western as foreman in repairing bridges
and culveris ; have been foreman of the repairs of the Desjardin bridge , put
12 needle beams into the bridge in August last ; that was "extra," not repairs;
after the accident in February last, I put in 17 beams ; 11 had been broken,
and 6 others chipp6d ; only one of the braces was broken ; that was on the
Hamilton side of the Canal, and was repaired ; many of the bolts in the lattice-
work were loose ; was in the first passenger car when it went down : was at
the front, four or five Reats from the onri r>n tha inV« c;a^ . +k» «-«* *i,: — t
knew that was wrong, after the whistle blew, was the car taking two jerks
ahead ; looked out of the end window, and saw the end of the masonry on the
n.,n^o.a ""'" ; had got on my feet to look ; thought the engine was at the end
Dundas side
of the bridge
dowQoa
dge ; There was but a very short time between the two jerks :
the id»t when I felt the car tip ; the oar went down over the a
sat
abut
i
ment and tamed a somerset, I think, end over end ; when the car fell, I fonnd
myself in the water : was not mach hurt. Some men may have fallen upon
me ; can't say what happened during the turning of the cars ; got out through
the window ; was hauled up with a rope, and went into Tribute's house : waa
not able to examine the track for eight days after.
To Mr. Richards. — The timbers I replaced were mostly towards the Toronto
side of the bridge ; the first one or two were not much injured ; some were
passed over by the car wheels, and only chipped. The car was completely on
the bridge before it stopped ;as a general rule ; I examine the bridge once a-
month ; at the Toronto end of the bridge there was one needle beam left in
which was injured by the February accident. '
To Mr. Beecher. — A good job was made of the bridge — it was made as
strong as it was before ; the bridge was inspected again five or six days after
that 'j the weight of the locomotive and train could not have broken the bridge
keepmg on the rails. *
The Jury then adjourned at 11 o'clock.
Mffhth Day.— Wednesday, March 25.
The Coroners and Jury met at the City Hall at 2 o'clock, p. m., and were
to proceed to the Desjardin Canal to make a more thorough examination of
the injuries the locomotive had received, but in the meantime information ar-
rived that the chains by which the engine had been suspended had given way,
and that the "Oxford" was again submerged in the canal. It was then ar-
ranged that the examination of the swing-bridge, across the Welland Canal,
built upon the same principle as the one at which the unfortunate catastrophe
had occurred, be made. A special train having been placed at their disposal
by the Railway Company, the Jury, in company with the members of the
Press, and several engineers, proceeded to Thorold to inspect the bridge. By
such inspection it was believed they would be satisfied as to the strength of
bridges so construcetd. The examination having been made, the jury re-
turned to Hamilton, and adjourned to 7 p. m., Thursday.
Ninth Day.— Thursday, March 26.
The Jury met at 8 o'clock in the City Hall.
Mr. Whipple of Albany was first examined ; he said, I am a civil en-
gineer, and have been engaged in that occupation for 25 years ; I have devoted
more attention to the subject of bridge building than to any other branch I
have been engaged in that business lor 15 years ; have bridged the New York
State Canals ; have built mostly iron bridges ; have built but few railway
bridges ; have built four or five for the New York and Erie railroad : built
the Desjardin bridge, and the Welland Canal bridge ; have methods of calcu-
lating the strength of bridges, different for each kind ot bridges : generally
proportion timbers according to their strength ; have examined the De^ardin
Canal Bridge since the accident, and have drawn up a set of statements con-
cerning it ; these were as follows : —
" I have examined the draw or swing bridge over the Desjardin Canal
on the Great Western Railway, with a view of ascertaining its strength and
condition as to general safety, and fitness for the purpose for which it has been
employed, as well as the cause and manner of the casualty, by which about
forty feet of the lower part of the structure from the northerly end was broken
out, as I am informed, on the 12th instant, allowing a train consisting of a
locomotive; With its tender, a baggage and two passenger cars to fall from a
height of forty or fifty feet into the canal below. Not having had an oppor-
tunity of viewing the scene of the catastrophe till about a week after its occur-
rence, when considerable changes had been niade in the condition of things,
nay judgment must necessarily be made up from a consideration of the nature
of materials, principles and proportion employed in the conatruction of the
80
hMgei and the condition and appearance of the broken and nnbroken parts
of ^ structure, and other connected objects I have seen there since the acci-
dent The fiuperBtfucture of the bridge was built by me for the Great Wes-
tern Railway Company, in the vear 1863, and as I am informed and believe,
has been in use from the time the section of the road on which it is located
was first brought into use, till the time of the late accident. It was constructed
in accordance with a plan designed and arranged by me, at the instance of J.
T. Olarke, Esq., of the Great Western Railway— the instructions being to make
the primary and paramount object to consist in the safety and sufficiency of
the structure, as to strength, with as great a degree of attention to the case
and convenience of working it as a draw-bridge as might be consistent with the
more important consideration of strength and stability as a bridge for railroad
purposes. The plan and specifications having been submitted and adopted, a
contract had been entered into for the construction of the bridge, together with
another of the same kind to cross the Welland Canal near Thorold, which was
also built in the same season, and has been in use ever since the opening of that
section of the road, a period of about three and a half years. Now, although
the fact that those two bridges have sustained a heavy railroad traffic for be-
tween three and four years, without exhibiting indications of a want of stability
can scarcely be regarded otherwise than as strong evidence in favour of their
fitness for their intended purpose, especially since they form two instances with
like results, without any of an opposite character to balance or neutralize-
still it is not in ray estimation evidence sufficient to justify the conclusion that
they are unexceptionable and fully reliable structures. Before I can be satis-
fled as to the stability of a structure, I must not only know that it has endured
a certain-length of time, and been exposed to certain tests, but I must also have
evidence that tlie materials contained in it, are not exposed to the action of
forces to which similar materials have sometimes yielded.
For instance, having from the best available evidence arrived at the con-
clusion that a certain material is safe and reliable under a certain stress, and
of doubtful reliability, under a great stress— it I find a structure in which that
material is exposed to a stress that has been regarded as of doubtful safety, I
cannot affirm or have full confidence in such structure, because it bas in one or
any moderate number of instances, endured severe usage and trying tests.
That structure is alone worthy of confidence which exhibits a quality of mate-
rial and proportions of parts from which stab'lity might be reasonably infer-
red without the test of usage, and then if the test of usage sustains the deduc-
tions of theory and calculations, we might fairly rely on the safety of such a
tvork, with as much confidence as human atfairs are ever entitled to. I pro-
pose to explain briefly the principles on which the bridge in question was
planned and proportioned, to aid in the formation of a judgment as to its safe-
ty and reasonable claims to confidence. The irussess which constitute the ul-
timate supporting power of the structure, are composed of upper and lower
parallel and horizontal chords or stringers, connected by a system of diagonal
pieces forming a lattice work between the chords, with no vertical pieces ex-
cept at the end. This form ot trussing (chord-^ and diagonals without verti-
cals) has been theoretically demonstrated, I think beyond reasonable dispute,
to combine strength with lightness, to a greater degree than any other form
in use, and consequently is the best adapted to the construction of a draw
bridge. Having fixed on a form of trussing, the next thing was to manage the
general proportion — i. e. the depth of truss, and the ^.umber and length of
panels. The importance of tying and bracing the upper chords to preserve
them on line, as well as to maintain the trussess in their proper vertical po-
sition, required the trusses to be high enough to allow the upper work to clear
the smoke pipes ol locomotives ; and of such height as was sufficient to give
the truss that rigidity required to prevent sagging or drooping off the ends
during the flwiugiag of the bridge upon its turn table, the adopted height of
■•
I
■'
t
iboat 18 feet naturally saggested itself. The lengtfafidf iMtfieli JbUoUiei
flrom the propriety of having the chorda supported ohce in 8 or 10 feet, and
it was readily decided, to form a panel of 16 feet over the turn table, with g
paoelB of about 9 feet for the longer, and 4 of the eanra length for the short-
er arm ; the lattice woriv being arranged aH for two stretches of bridge— one
runoing from the turn table acroBS the canal, and the other to the h^l abut-
ment on the land, to be loaded as a counterpoise to the long arm of ^he
bridge — Ihc upper and lower chords being extended continuously across the
turn table^to connect the two. The general arrangement of ihe truss Jjeing
decided on, the next object for consideration was to determine suitable uize?
and proportions for the several parts or pieces of which the truss was to be
epraposed. This required a consideration of the strength of the material to be
used in the several parts, with the kind and amount of stress to which each
was liable to be subjected. White Pine, principally, is the timber used iii the
structure under consideration. The ability of this material to resist the fqrce
tending to break or destroy it, varies according to the manner in which the
forces are applied. Experiments have shown that to break a piece of sound
pinti timber by tension, requires a force sometimes as great as ten or eleven
thousand pounds to the square inch of cross section, and that it will very
rarely yield to a force of less than five or six thousand. I have, ther^^n^,
adopted the rule that it is safe to employ white pine where its greatest le-
gitimate stress or tension cannot exceed one thousand pounds tb the square
inch. The force required to crush pine in the direction of its fibres, is not m
great, ordinarily, as that required to pull it asunder— being 6 or 6 thousand
pounds, or upwards, to the square inch. 1 have, therefore, concluded that,
in very short pieces, it is safely reliable under a pressure from end to end of
1000 lbs to the square inch of section, or 600 lbs to the inch for pieces of
lengths not exceeding eighteen or twenty times the least diameter^i
To a force pressins? on pine timber in a direction perpendicular to rtsflbreB,
it will not yield injuriously with less than 250 lbs. to the square inch. If the
pressure extend over the whole aurfhce, and if fhe pressuTe extend to 6nty »
small part of the length and breadth of the timtoer, it may be increased withon*
bad effects, to twice that amount ; for instance, a washer under the head or
nut of a bolt, acting on pine, should cover t^o square inches for etery 1000
lbs. of tension to which the bolt is liable, to prevent its being drawn injnridusly
into the wood. There are also some parts of a timber structure, which de-
pend for stability on the power of the timber to resist cleavage ; for Ihstfehce,
m order to expose a piece of wood to a severe tensile Ftrain. it is necessary to
cut ofl'a portion of its fibres,to form a heading for the tensile force to actagainst
in a position reversed from the end. This heading should have a square inch
for each 1000 Ibp. offeree, in order to resist properly the pressure upon the
ends of the severed fibres, and it must be at a sufficient distence from the end
to prevent the head being split and thrust off. To produce this efl'ect (of
splitting,) on sound straight grained pine, requires a force of about 600 lbs.
to the square inch of cleavage. Hence I conclude it to be safe to rely on snCh
timber under a force of one hundred pounds to the inch, tending to produce
cleavage in that manner. Consequently, I always take care that the heading
have a distance from the end of the stick, at least equal to ten times the depth
of heading. In case, however, of the heading or connexion being made by a
hole through the stick near the end, it requires two cleavages to force out the
part between the hole and the end, and the hole should be at a distance from
the end at least five times as great as the diameter of the hole, and with the
bearing on round pins or bolts, which press outward, to some extent, as well
as toward the end, it is proper to give an extent beyond the hole, equal
to about seven times the diameter of the pin. With these facts as
the safe and reliable powers of the material to resist the action
of the several kinds of force to which it [may be exposed and
82
A diagram exhibiting the several parts of the bridge tmss proposed
to be formed, and the amount of tensile aud thrust action to which
each part may be liable in the usage for which it is designed, carefully calcu-
lated and marked on the parts respectively, it was easy to proportion the par-
ticular parts and pieces of the structure so as to enable all to perform their
fanctions with about the same ease, safety and certainty, without lumbering
it with useless weight in unimportant parts, serving only to impair its conve-
nience as a moveable structure, and exhaust a valuable portion of its sup-
porting power which otherwise might answer useful purposes. In the an-
nexed diagram I have shewn the arrangement of the parts of the long arm
of the truss, forming the span from the turn-table to the abutment across the
canal ; and considering this as a simple span of the bridge truss, disconnected
with the heel-end of structure, and supposing it to be loaded with 12,000 lbs
to each pannel, applied successively at the points a, A, c and d, to be equiva-
lent to a load of one net to the running foot on the whole bridge in addition
to the weight of the structure, the elementary principles of statistics enable
us readily to deduce the kind and amount of action which would thereby re-
sult to each part respectively. These actions I have computed and marked in
pounds on the lines of the diagram representing the respective parts, (neglect-
ing small fractions) prefixing the positive sign to numbers denoting tension,
and the negative sign to those denoting thrust or compression in the same,
manner as was done previously to the original proportionment of the structure
under consideration. These preliminary explanations of the principles and
computations presented are correct as I feel well assured they are, and
should aid greatly in enabling an intelligent judgment to be formed as to the
strength and reliability of the bridge in question, as far as it regards the sup-
porting power of the trussea I propose now to refer briefly to the parts of
the truss, and point out the reasons whence I infer the sufficiency of each
particular part for the labour required of of it, as well as the general safety
of, and sufficiency of, the structure as a whole. The bottom chord in the cen-
tre 18 marked at a tension of 39,000 lbs for a distributed load of 72,000 lbs in
addition to 24,000 lbs assumed weight of structure— or a gross load of 9«,000
pounds to a truss. The cross section is 120 square inches, and allowing one
half to be lost at the splicings, we have 60 available inches of unbroken fiflres,
capable of sustaining before rupture at least ten times the maximum stress
produced by the greatest ordinary loads, and being 50 per cent, more section
than is required by the safe estimate of one square inch to each 1000 lbs. The
top chords have the same section of 120 square inches, safe at 500 lbs to the
mch, or at a thrust of 60,000 lbs— being about ten per cent, more than the great-
est thrust marked for the top chord on the diagram, which is 51.000 lbs. The
diagonals S B and S C are each marked about 17.000 lbs, and have a cross
section available for tension, exceeding 24 square inches ; being about 40 per
cent more than safety requires. They have also 17 square inches section of
fibres cut by the bolt holes, giving one square inch bearing: of bolt surface on
the ends of fibres for each 1000 lbs of pressure, which amount of pressure the
wood can bear without danger of crushing. The next diagonal R D has
about 16 square inches of cut fibres for bearing, and 26 inches of uncut
fibres to sustain 1,2000 lbs of tension upon the piece both in considerable excess.
Diagonal P P suffers a tension of 7,345 lbs in one condition of the load, viz :
when the point F is full loaded, and the point B unloaded. A thrust of 2,115
lbs with B full loaded and F unloaded, and tension equal to the difference of
these numbers, or 4,230 lbs with both points loaded. This piece is single at
the upper end, with a section of about 9 inches of cut, and 12 inches of uncut
fibres, and tne lower end double, and composed of 2 pieces ^ by 6 inches.—
The single upper part lapping between the double lower part, with two one
inch bolts and a one inch pin passing through, giving Vd\ square inches of
■
<
Iwlt and pin, bewringin the single part of the spHce, with nearly the same at
the upper end connection, and more at the lower, being considerably in excess
throughout. The diagonal G is double, being composed of two 9\ by 6 in,
pieces. At the upper end, where it connects with its opposite C and the
upper chord, the two pairs cross and lock with one another, I believe with
bote of one-fourth inch diameter, leavrnfr an uncut cross-section for each
pair, equal to 12 square inches ; each pair of these diagonnls (O G and C)
suffer 4,280 lbs of tension and thrust alternately, according ns either of t'je
points G or C, is loaded singly, while with both those points full loaded the
tendency of the weight at one point just neutralizes that of the weight at the
other point, leaving those diagonals without action, except what is due to the
weight of the structure itself. The next diagonal N H composed of 2 pieces.
8J by 6 inches, suflFers 6,345 lbs. thrust, only 162 lb. to the square inch, with
D loaded, and N unloaded, a tension of 2,115 lbs with the load reversed, and
a thrust of4.280 lbs. with both these points full loaded, with the assumed
load of 12,000 lbs. to each. The diagonal M I has a thrust of 8,460 lbs on
80 square inches of cross section, or 213 lbs to the square inch, with bearing
surface largely in excess at both ends. Diatronal L I, same sized piecps as
the two last mentioned, has a thrust of 260 lbs to the square inch beine
an aggregate of 10,125 lbs, with a large excess of bearing surface at the ends
m the end posts we have 77 square inches for a thrust of 27 000 lbs or 1
mchto each 350 lbs; and when we consider the free unsuppnrtrd length
of these posts, equil to some 31 times the least diameter, although it is fully
wimm the limit of safety, there seems to be as small an excess of strensih
aoove the safe limit in these posts, as in any part of the whole trusc. if thev
ao not actually constitute the weakest part of the whole bridge. I have
now alluded to each part of the truss in detail, and shown for the weakest
part ot each piece of timber an actual maximum stress under the gr.-atest
P« thon .*5u «*7°*1?^1 ^« I'a^le in any legitimate usaire, in all cases
nf Lol one-sixth part of the actual breaking stress of that kind of timber
or average quality, and in nearly all of the pieces very considerably less. It
roiiows then, that if we were to assume a distributed" load six times as great
as was assumed above, to wit : six times 96,000 to the truss, equal 576 net
tons to the two trusses, or 552 tons over and above the weight of superstruc-
tion calculation would show m no single piece of timber (in the trusses) a'
stress approaching by a considerable amount the actual breaking stress of
inLT^®"f»J fs ^e*«rm^rd by careful and repeated experiment. I therefore
conclude that the breaking of the two trusses by a fairly distributed load 550
net tons, acting by dead pressure, could not reasonably be predicted, except
ul W"??^/ Ti^l'*y °^ material, considerably inferior to the average qual-
T J « • ? ^''^ conclusion be correct, and to me it seems unavoidable,
the sufficiency of strength m the trusses is fully established. To break one
ofthese 7 by 14 floor beams, by a weight on the track rails, would require
33 net tons, while the legitimate service required of them, before the inser-
tion of the extras, was about 5 tons to each beam, or one-si:^th of the breaking
weight. This load might produce an objectionable deflection, but not an un-
safe or an injurious strain. The bolts sustaining the beams are 14 in. iron,
containing over one square inch of cross section, deducting the part cut away
in joining the screw thread, are good for 10,000 lbs each, would be injured
by twice that amount of fair stress, or broken with less than 50 or 60 thousand
pounds. It, instead of the addition of extra beams, the orie-inals had heea
replaced py large ones, in the same positions, the effect would have been 1 et-
ter, as bringing the weight higher to the supported points of the lower chord,
consequently diminishing the transverse stress thereon. From what rro-
ceeds, it is abundantly evident to me, that the bridge over the Desjardin
m
SS^y**Pt*,*'^" ^^ ^ **» •^"P'* pwmiw of tbe tmOo MMhiff ««««
U bewiDR fiUfly on (be track wmIb ; and U it my decided opioLi Uom tile
wammaUonp I hawe niade, aod tfae facte and appeacaoce I Ijave wiioeemd
■Mice my anrival at the bridge on the 20th instant^ that the unmediate cause
of the disanter on the 12th iostant, was the violent collieion of uorae part or
R^/**?ir®J**^°°****^^* attached to the ill-fated train with the timbers of the
^Tatea bndge, either directlj or throuBh the medium ot some interpoaed
"(Signed) g. Wmxnm."
mk(3»AM.
8 R Q P O N M L K
XXXXXXXX
ABCDEFGH I
To Mr. IW«liarda--I did not estimate the breaking wefrfjiof the bridco.
If 670 tone were distributed over the bridge, I would not say that it would
not beai it. The bridge, according to the estimate, would sustain 560 tons.
lot 1 do no* thhik that the bridge would sustain that weight. My opinion is
ttat the bridge would sustain a weight of between 400 and 600 tons. If the
bridge were built according to the plan, it might sustain a weight of 670
■^^^*' *' *^® computation were right. What I mean is, that if 670 tons
were distributed, it would not produce a break in any part of the bridge. The
bridge, if the material were good, would sustain a weight of 570 tons.
To a Juror — ^The structure, previous to the accident, would sustain
ft weight of 400 tons.
To Mr. Ricbards.— I am not aware of any bridge built on the principle of
tte De^ardm bridge, except that over the Welland canal ; they are the only
two in existence tiiat I am aware of. i -v j
K-j;i ^** ^^ Coroners.--I consider the timbers that I have seen of the broken
bridge to have been of tnll mediamquality when they were firet put in 3 years
^go; boA of inferior quftUty now. Timber could hardly last so long in such
Wew ftod tear without deteriorating. I think thai such timbers would reauire
good attention after four or five years, owing to the action of the weather on
them.
To Mr. BJehardB.— The bearing power of every 20 feet of the bridge,
woald be soraethmg over 100 tons. It would take a weigh* of 600 tons to
^xv, 1? 5^*^** ** ^* *®^ distance from the land. In the old bridge I do
not think there were any beams broken within the 24 first beams. I oannot ac-
connt for the breaking of the bridge.
To Mr. G^ne.— The greatest weight that could be oo the bridge at a
u w »?o«t72 *«M» Jn the or^nary trafflc. The obiect of my report is to
show that the bridge could not have been broken hy a dead weight.
To a Juror.— The bridge would give mdications of decay before it
Decame dangerous. Owing to the absenoe of experience, I oannot say
poatively, but I think it would give indications of decay in six years.
To another Jurcwr.— I have known an instance of a similar bridge giving
way after five years at the joints, but it wjw not so well protected by paint as
the IXegardm canal bridge.
To Mr. Richards.— I saw some rather cross grained timber in the old
brtdge, but I did not see any decayed timber.
Tofte Coroner. — The breaking of the needle beams m February would
produce an effiact aeeording as the beams were broken. If the chords were
n»terially iiynred, it would be peroeptible. It is poeelble that sooh inpriea
VMldjiuit b» visible ; tt is not probatole Iwwefver.
^
M. rfifflnmi Ssinv (awam) miOr^l un 9aiMriii«eadeiit tif thatte fiMmtMrik
«T AniieauB rmiam ; haw had nothing to do with btid«» BirrtoMtothte
«« ; went op to the bridge t the dn^of the FeSZ^ZS^T^^
»oae daaage might arise, and I examined the whole of it, although & iSi Sot
my duty to do go ; did not detect any bad Umber : the timber takenlt ih«
On thTn^^K^ n?'"« tmlbel^-«uch'«« is generalW uted t^Bu^t^tpmS,
2 I'n^K T ^'^"^^ .^ abrasion near the switch. I had no doubtluthattiil
^i lif^tf ^^^""^ ^^^ **^^'^«°' 5 my opinion was that there was a wheel off
th« ^^•,^«^P»«'' ^as of the same opinion ; first thought it was thelft hS
whe« ° tnM S'T^*''''?'.^' afterwards'l thought* it was the righ bISd
tT« trii .^„^'- ^y<i8«« I.ti^ought the cause of the accident was a wheelo*
IhL thp llT Vlu ""^u^T *^' *''° ^''°"' ^^«^« w«'e off, and 1 feel certata
that the whole of the wheels were off the track, when it got on the bridJe
The witness then explained the way he supposed the bridge gave way. *
oprn«T;?TTf!' ^'^"^ 'f^H-^ ^^^^ ^* *^« '«<l'^e«* of BomSofthB par^ 68 con-
cerned, the further examination of witnesses would be postponed «ifl Satiday
Mr. RtoHARDs Q. said that he ^as desirous*^ of having the bS
m^Prltf'uT^'l''2l^''?^i}^^^''7 °^i«^* examine the'indentatioS
more carefully, but he thoujfht this could not be done before Monday next
it nS'ff ?n.nwl'* was arranged that the jury should adjourn till Moi
onlnftJ^'^lu-^l^l'"'''^^^'^^'''^^^^ *° examfnethe old bridge and lo-
comotive, which is to be raised up and fixed on a scow.
Tenth Day,— Monday, March 80.
The jury met at 3 o'clock, p. m., and proceeded to the soene of th« Ute
disaster to exajnme more thoroughly the state of the locomotive, which luS
been again raised and placed in a scow for tiiat purpose. Aft<>r spending
^eeU Tu'eX' "" «*^«^i"**i^^' <^« I^q'iest a<«oun«Ki till hSlf^pSt
Eleventh Day,— Tuesday, March 81.
^^ The Jury met at half-past three o'clock. The first witness eumdned,
r^r^^.^^^l^^ Jbnkins, who deposed— I am foreman of the lecomotive de.
partment at Toronto; am placed there to see that engines, before theviro
out, are in proper working order. I examined the en^e "Oxford" on tto
afternoon of the I2th of March. It appeared to me to bein properwoTki^
order. We eiamme all the working parts of engines befoM tiiw leave T?
ronto ; they are examined every time they oome in ; tiiink timt enirinelhM*
been on the Toronto branch for 12 months ; she had been on tiie main Um
shorttime before the accident ; she had only run 147 miles since beinir «^
paired ; tiie accident was on the second day after she again commenced run-
„* ti^^M?**' FoEftYTH deposed— I am general foreman of tiie locomotive shoo
at I^lton ; the "Oxford" was brought in for repairs to tiie shop hew2
(Books were here produced which stated the condition of the engine when
^^ t/''*^ ^^'L'^^P-. ?^^ P^l^* ^«*«^ repairing-botii pistons SulmS
—and the eccentric rod, dnving and taraUing wheels, guage taps— tires— &c
required attention.) Bumfleld made that ^rt ; lITright-^^d dS^Sl
wheel tare burst, and then the engineer made tiie report!^ to the aeS
n«wJil-!r"*^*'°®.' ^^^tof the repairs spoken of were material, but tiie
2ill!^-^^°^V^^'*»''«^* ^^^ ^op, is that tiie wheel tiro wtM
S^^li.^'JTl*?!*^*'^^"®^ that damage ; she was in th« shop ttam
Jto. aoth'to March 6th. (Books were h«re pwduoed, whloh iih^wM ^
I
86
all these repairs had been executed, as well as sereral others.) I examined
the engine personally before she l«ft the shop ; she was in excellent, sound,
working order ; had to examine a wheel of the "Oxford's" tender— the right
himd leading wheel— examined the wheels of the locomotive at the same
time, but saw nothing wrong— no flaw or anything else ; the engine ran four
trips to Copetown ; she toolt the express train to London and back ; she ran
four times to Toronto and back, making in all 847 miles from the time she
left the shop to the time she met with the accident ; we are very frequently
called upon to make such repairs as we did to the "Oxford." She was an
American engine ; don't think American engines require repairing more tre-
quontly than English ones ; after having hud such a first-class repair, the
engine would not come in again for nine months, except for slight matters,
Buch as tightening up piston rods, &c.
To Mr. Ricliards- We examined the axles, and looked to see in what
condition the brasses were. The engine, so repaired, is as good 8 a new for
all practical purposes.
To a Juror— The "Oxford " was a good engine— able to perform any
fair work.
To another Juror — There may have been a flaw in the axle ; there may
be flaws so minute as to escape observation ; don't think there was a flaw in
the axle when I looked at it ; think it was flawed before it broke ; should
Bay decidedly it was flawed before the accident.
To Another Juror — The fractured part is not rusted at the edges, per-
haps because the oil preserved it.
To another Juror— The tests we apply to indicate the soundness of the
axles, are the eye and the hammer. If we fancy there is any defect, we put
the axle in the fire, that causes the flaw to shew. If there were a flaw inside
an axle, it would not show outside.
To the Coroners — If there was a flaw inside, the hammer would not
cause its detection ; have seen flaws commenced on the inside of axles, but
very rarely.
To a Juror— I don't imagine the continued friction would make the iron
harder.
To Mr. Richards— The "Oxford" was in the shop on the 17th of Febru-
ary, 1856 ; then she had a new set of tyres on the driving and trailing
wheels.
To a Juror— I think this is the first truck axle that has broken on the
road ; engines are examined after every trip ; we see that the wheels are
right and true to the guage.
To the Coroners — The axles which were in the "Oxford" have run for
the last 12 months ; can't say how long before ; my book only extends back
to February 1st, 1856 ; when we remove the wheels, we remove the axles as
well — but the same axles may do for new wheels.
At.ex. Braid testified — I am tha locomotive superintendent of the Great
"Western Railway works, at Hamilton. I have only been therefor 6 months,
but I was superintendent before that in England ; have been fifteen years on
railways — 6 years engaged in the manufacture of locomotives ; the repairs to
the '-Oxford" were wel and substantially executed; can corroborate Mr.
Forsyth's statement. Wy opinion as to the cause of the accident is, that the
axle broke before coming to the switch. On passing the switch the left band
wheel worked inward, and marked the ties ; when about entering the bridge,
the whole of the engine ran off the rails, fell on them, and, swaying to the
right, the bufi^r beam cut away the diagonals and so went to the bottom ; it
is possible for the fto^i wheels of the truck to be off the track, the hind whe«la
■
renjBining on ; it Ib hardly possible for the whole of the track whe«ls to be
Off the track, and the driving and trailing wheel* to be on, (DiagraniB of
engine truckn. Ac., were here produced.) I think the tranflvenie Bt'y of the
truck of the engine fell on the rails and slid along them ; think there are in-
duations on the ash-pan that it slid along the rails, and thus, by keepinir the
engine from falling very far, prevented the wheels from cutting deep into the
ties ; was at the scene of theaccidont at ai)out 5 minutes to 6 the same even-
ing ; went to examine the marks on the rails, ties, &c., not more than half an
hour afterwards ; saw wheel marks alwut four rods beyond the switch— be-
tween the rails ; the wheel did not mount the rails again until It had oassed
between the switch rails, and bent one of them ; it shortly fell, and thence to
the bridge, was so distinct that there was no mistaking it ; had no idea at
the time, that the mark was made by the truck wheel ; thought it might have
been caused by that of the tender ; all the tie rods were marked : observed
but one broken ; have examined the broken axle ; there is an appearance of
a previous fracture, almost all the way round, about three eighths of an inch •
there is no means of ascertaining how old the fracture may have been • It mav
have been broken a few minutes, or perhaps a day ; it would have been very
difficult for the inspector at Toronto to have detected it, because of its nosi-
tion. *^
u . '^.^ Mr. Richards— The forward truck wheels could not be far off without
bringing off the others ; the flange could be off further than the breadth of
the rail-about 6 inches ; if it were 10 inches off, it would certainly cause
the others to come off. ''
To a Juror.— There were a good many people around when I examined
the truck ; the marks, however, weie not obliterated.
To Mr Richards.— I cannot say how it is that I did not see marks made
by the truck wheels on the right hand side, outside the track ; the Iron which
forms the fire-box 18 not yerv strong, but it has a strong frame : If a ton
weight were laid upon it, in front, it would bear It la ; think about 16 tons
must rest upon the driving and trailing wheels ; the ash pan alone would not
prevent the wheels from striking the ties ; the rails would have marked the
rivets of the ash pan ; it is possible that the indentation on the ashoan mav
have been done m the fall of the engine. »aupi.u may
C. J. Brydoes (Managing Director of the Line).— No complaint has
ever been made to me concerning any alledged defect in the strength of the
bridge. Some time ago, an accident took place on the Gait branch, and I
mmediately gave orders to the engineer to examine all the bridges on the
line, and If anything was necessary, to have it done. That is why the Des-
jardm bridge had additional needle beams p.-, in it. The switch was placed
near the bridge, because the engineer thought It advisable that the trains to
Toronto should use as small a part as possible of the main line. I am not at
all prepared to say that the position to which the .witch has been removed
further from the bridge, is at all less dangerous, because collisions may oc-
cur between trains approaching from the two branches at one time- on curves
and in cuttings— so that the engineer of one cannot see the other. The onlv
objection I saw to the switch being so near the bridge, was a danger that the
tram migh run oft the rail there, and go into the canal. However, trains do
no generally run many feet after going off the track. I recollect Mn Sharpe's
telling me that the axle would probably be found to be broken. Mr
McAlpine is the engineer of the Eastern section of the line. Has been for
nine or ten months. He has been in the Company'fj uev^\on for fh "-" '
consider him a competent man. - -■ «. jr««... x
To Mr. Richards— I have heard no complaint of the switch. Mr. Street
made no complaint about it to me. The Directors in this country hava the
3ft
pow* to build brtdgea whenever they pleMe. Ithfts been the inieottm <tf
the Directors to build a bridge at St. Catharinos for some time. The Direc-
tors here have full power to incur any expense tor the ensuring of the safetv
of the line. Trains pass switches and junctions without stopping, unless sig-
nalled to do so. The grade of the road near the scene of the accident is near-
ly 46 feet to the mile. The grade on the bridge is about the same The
Directors have had the power of spending money for a stone bridge 'at St
Catharines. I unhesitatingly contradict all rumors to the contrary The
whole of the receipts of the Company have been spent in this country, 'and^ »
great deal more besides, assent out ft-on time to time. That will ao on until we
consider tlie line complete. *
ToaJuror.— Itwouldbe desirable to have a fired bi-idge at the t>laoe
The Directors would make it a double track bridge, and have an ind©^
pendent track for the main line, and also tor the Toronto branch. That woold'
be done if the Directors had the power, to make a fixed bridge Aill
bridges would be dangerous if a train would run off the track on tbem* The
reason why the law about trains stopping before bridges wms repealed as it
concerns the De^ardin bridge is, that the grade there is so heavy, that heaw
trains cannotstart after stopping there. Trains have been obliged to come
back to Hamilton and take a new start. Besides, when the navigation is
closed, and the bridge spiked down, it is to all intents and purposes a fix^d
bridge, and there can be no reason why it should not be regarded aa
such. There was a difliculty both with passenger trains and freight
To another Juror.— If the axle had broken at the switch, and the 8Wx.cn
had been where it is now, possibly the engineer might have dieooyered it but
the axle might break at any part of the line. The only reason why it should
break at the bridge is en account of the curve, just before it.
To Mr. Richard8.-If the right hand wheel had been off' the track
the presumptioL. is that I might have seen the marks on the track. I did
not see such marks.
To Mr. Gwyune.— The Schenectady locomotive works, where the Oxford
was made, are considered to be among the best in the United States. I have
caused a number of them to be ordered, so high an opinion of them do I
entertain. The foremen, &c., in our works are the best that we can iret for
money. **
On the question of adjournment, which was now moved, as all the evi-
dence, except that of the engineer's, had been taken, Mr. Richards said he
had no desire to delay the Jury ; but it was desirable that the broken wheel,
and a portion of a rail which were in the canal, should be recovered, pre-
vious to receiving the evidence of engineers. After considerable discussion,
the Inquest was then adjourned to Friday afternoon, with the understandinir
that, were it possible, they should be specially summoned at an earlier day.
Twelfth Dai/,— Friday, Apra 3.
The Jury met at three o'clock, p. m. The first witness exairiined was
John L. McAlpine— I am an engineer in the employ of the Great Western
Railway ; was at the scene of the disaster immediately after the accident
occurred. I have examined the bridge, and drawn up a report.
The report was then read, as follows :—
"Having made a careful examination of the Desjardin Canal swinit
bridge, as constructed previous to the recent calamitous aooident of th* I2th
uit 1 am enabled to give the tbllowing results as deduced fh>m caloulationi
made of the various strengths of the parts composing the structure.
"I find the avaUable cross section of the lower ehordi 12aAitt«r« ibotiii;
I
•9
Sfj#J?*i^-^^* '^*'^^ ®' ^^«h ia 840,000 lbs. The greatest Btrain to
Whwh the bridge Qouia be objected, is that due to its own wei^t She?
eoual roV?-SS'n7".n ? '""1?^' ^^^°^ ^ distributed load of abZt 10o3 ^r
SdX^;,;^bt4^lr^'^^^^^^ orV^rr ' ''' ^^^^"^^^^ ^^^^-^^^ ^^ ^^^^
lower^Wd?'w°^*^^''PP/' chordB is equal in intensity to that on the
tT. tZ, «^'k S'* '^-'"''^ v^ compression or thrust, while the other is ten.
Jhn«L 4^*1^^^^*" ^°r'?K *^' "PP®' «^°^^» ^^ ^« ««»« i« cross-section M
S^^StSt & '"'^"' "^ *^^ ^'*'^*" ^*'''*^ ^ *« ^^y ^ «*^««"
«^«,«!?i^ ^ ^'*°®® ®**^ contain 42 square inches of cposs-section : those
es of IStK^ir'^*^"" '^' ^*^^^«* taxed,they hare each 25 squ^ri S
.^nSl «^' to resist tensile strain, and 17 square inches for bolt
t^fLv^l-^^!!^*^?^*^,''^*'''® P*'^^« ^^1 ^ 246,000 lbs., or 109
tons,^ their ultimate strength to load, being as 7 to 1 nearly.
w *« ^**® smaller braces in pairs, each one 6 x34 inches, are in strength near-
fWrm? proportion to the tie braces, and are consequently capable of por-
t^ IS^fn"" ? "'''^•T.t^ ^'"^''''* ^*:^''''^- ^"^•'^^ *he tie braces, the naturVof
.2L 1? ^ ^^^^'^ *^®y ^.'^ subjected is variable, they being either in a
state of compression or tension according to the position of the load.
ih^JlIh '^^^ted strength of the floor beams is 650 tons, the greatest weight
tfiey had to bear 76 tons ; ultimate strength to load being as 8 seven-tenths
"Finding in all the othw parts of the structure ample capacity for the
ff-eatest sterna to which they could have been liable, and making reasonable
JJlowanoe fwr imperfeotions both in materials and workmanship, I am led to
tbe^ooncluiion ijatthe ultimate strength of the bridge for a distributed load
could not have been less than 375 tons, or in the ratio of ultimate strength
to greatest load as 8f to 1. owcugi^
(Sflffned,) "John L. MoAiPurai,
HAMXWOir, April 3, 1867. ^'^"''''' ^'^'^ ^^''''''"
Examination resumed :
It was about a quarter to 8 o'clock when I examined the marks on the
!«!;«JvliS;**^ appeared to me to have uean made by the truck wheel of the
engine ; believes the engine to have been off the track. The bridge has been
under my supermtendence for 10 months. During this time I have never
beard any complaint from any source, in reference to the insufficiency of the
bridge ; always considered it safe. When the accident occurred in Februarv
lasU made a thorough examination of the bridge, and ordered the repairs
to be made. None (rf the longitudinal timbers were then broken; thiend
timber towards the lake was broken ; it was struck by a freight car
.!»« , ^^1 f ^^® °^* imred in the least degree. There were 17 ad-
diiaonal needle beams put m in February, and 12 in July.
To a Juror— Does not think the present bridge stronger than the old
structure. An iron swing bridge would be more durable, but does not think
It would be any stronger.
, _ 7^SZ^^^^~^ *^<^ o^ *hree inch planks were laid on the bridge on a
luvui -.Vita cae^-rau, it wouid not render the bridge safer. In that case should
a locomotive run off the track, it would break the lattice work, and go
Qveir. '^
To Mf, Biohardsr^aw the marks inside the rails, they were perfectly
iO
f!r«8h ; searched for marks outside the rails, but did not discorer any ; there
were some marks inside the rails which were made in February ; saw some
marks which he could not account for.
Geo. Lowe Reid, (sworn) — Was Chief Engineer of the Great Western
Railway ; I was at the scene of the accident at 10 o'clock on that evening ;
made an examination of the bridge on the following day, and have drawn up
* report.
[The report was then read.]
Examination resumed — T saw the marks on the ties ; they were newly-
made ; the marks are correctly represented on the plan drawn up by Mr. Mc-
Alpine ; looked for marks on the west side of the rail, outside, but did not
perceive any.
To Mr. Richards— I saw other marks on the ties which were made on a
previous occasion ; think the whole of the locomotive was oflF the track before
it got on to the bridge ; marks may have been made outside the rail.
The rail that was taken out of the water had an abrasion on its sur-
face as if there had been a eliding motion of the wheel. The momentum of
the train would affect the action of the bridge. If the train was going at 20
miles per hour, it would be much more likely to break the bridge than at 6
miles. The marks were made in a horozontal direction. I think the loco-
motive was riding on the chords of the bridge.
^ To a Juror— There are degrees of safety in different bridges, but sup-
posing a locomotive off the track, they are all on a par.
Frederick Pre<-ton Rubridge, sworn. — Am a civil engineer ; have been
connected with Public Works for the last 15 years ; was instructed by the
Assistant Commissioner of Public Works to examine the track and remains
of the bridge, and report to the Government ; have drawn up a statement,
which has been presented to the Public Works Department at Toronto — a
copy of which is herewith produced.
The report was then read, which occupied a great length of time in
reading, and concluded by reporting the bridge to have b^en in an unsound,
unsafe and dangerous condition, on and before the 12th of March, 1857.
To the Coroner. — Had the weight ot the engine (34 tons) been equally
distributed over the needle beams, they would probably have sustained the en-
gine if off the track, but the lower chords would have given way. The lower
chords were weaker in proportion than the needle beams. If the needle beams
were each equal to a breaking weight of 34 tons, ii would of course take great
concussion to break them. On account of the wear and tear, and the insuffi-
ciency of the lower chords, I should think the present bridge would be unsafe
twelve months hence. At present it may be safe; I should have no hesitation
in crossing over it now. The lower chords are much weakened by' the bolts
which pass through ihem.
To a Juror — I do not approve of the principle of the swing bridge. Sup-
posing the engine to have been proceeding at the rate of from 5 to 6 miles an
hour, I could estimate the force of the blow to be 70 tons. Had the chords
been strong enough, thinks that the bridge might have sustained a lo
comotive if it fell nine inches ; thinks that the span is unnecessarily wide ; a
swing bridge might be built there and would, no doubt, be suflSciently strong.
There were two weak po'nts in the bridge, which it U natural to suppose
were the first to give. Does not think the engine broke the lattice work in
the first place. The marks on the bridge do not justify that theory. Thinks
the engine was 24 or 2G feet on the bridge before it went off the track. In
descending, the engine might have struck against the lattice work, or perhaps
the tender. Does not believe thejfront'of 'the^buffer beam struck the lattice
work where the red mark appears. In falling, it is probable thBt|the engine
f
"
4»
wooid BtvMce ■onwpordoa of e wood-work of the htldg9, aiid gat](]^ iobm
sjchpartiGks of paint or wood as is aaid to hare been found on and vSSS
the nnt on the buflfer beam. ^^
Ofkcjb of Pdblio Wosjcs,
Toronto, March 26, 1867,
T. A. Bb«ly, Esq., Secretary.
Sir,-— I have the honor to present to thft Oommiwltmers df Pn'blld Wdi'MB
the result of mjinvestigation, pursuant to instructions from the tfonoraWe
Assistant Oommiffloner, to visit the locality of the recent sad aeddenl and
report upon the foots which there present themselves, with fefferen<j« «i ib»
destruction of the wooden bridge across the De^ai^n Canal, on the llntt «f
the Great Western Railroad between Toronto and the oHy of Hamilton, on ^9
evening of the 12th of March, 1857. In accordance therewith, having mmbiI
SIX days in examining every portion ot the br(*en timbers of tb»fc»-
mer bridge ; having maturely weighed every circumstance tending to throw*
any light upon the origin of its fall, I submit with some degree of ciirfdebcfc
the convictions which at least have not been hastily toraaed ttpm tWe reS-
painful Btt^eot. I accept as a fact, what the raising of tho encuatf
goes tar to prove, that a defective axle, showing indieatJaSof
a flaw at the right hand wheel of the forward track of the l0o»-
motive, had broken flush off, with its bearings on the inside joarnal, the irst
evince (rf which is apparent near the switch, about 130 feet from tdeUl*
fated bridge ; the sharpness of the curve at this point, on a descendina ersda
as I am informed of 49 feet, having caused the left wheel to drop ^tweeu
the rail* of the Toronto and main Western line at the junction, where the
Pmcbno doubt not only bent the Toronto rail and broke the chair, but oaua^
ert all the abrasion on the iron spikes and rods and some of the nearer indeate-
tions on the hardwood sleepers which have been so much remarked upon.—
J here la but little question lu my mind that the left-hand forward wte^ wai:
first oflf, then on and again off the rail on the Bay side, « circumstance!
which coupled with the sagging of the fore part of the en^e fi-om the loss
of Its usual pupport, would probably by this time have excfted the notJce
and alM:m of the engine driver, and induced him when too late to wfiietfTe on
breaks ; and would also account in some degree for any jolting or vibrato-
ry motion, more than ordinary, which some of the witnesses have ref6rreA
to. While conceding thus far this disturbance at the forward wheels, t a^
fully of opinion the remaining wheels of the truc^ and the hind wheek
kept the rails on to the bridge up to the point the locomotive had attained
when violently thrown off the track by the giving way of the bridge, nets
18 not sufficient evidence that the engine was wholly off the tr»5fc in the
slight single line of marks which has been so much scrutinized of late • thw
are neither heavily enough indented, nor have any paralfei mar^S iam
nght side ever been noticed. Moreover, had such fcen the ease, the engfne
would either have ploughed into the needle beams from the tee of the brflie
on the outside of the right hand rail, or wouM have struck the sld^ laS
bracing full m front, and thus have gone over the stone abtttawnt,
h.A .^^*'°' *»^lng the other assumption, that the buffer beam of the qmAm
?h» JfiffT*^ the lattice bracing a few feet from the toe of the bridgeon
;+- -il§-i°*'^^' ^" that the Bupport case of the lower chord beittg destmvBd*
nsSmt^Znlr*^''^'' ": beam, breaking with 22 tons, woull h^eU^
imxsauy changed to one sinkinar under fivft-and-a-haVf tnmi h»^ «!« a^"-
*Tt--^^*^®.?"*^»®**„®°^ downwards without ever reachMg its fail IotkSTm
the bridge itself. From all the facts which I can bring tf bear! I tSi tS
engine had reached its enth-e length on the bridge, while the froit wheek of
the forward truck of the tender, were smi ovw the msmry. Aa hSm
itated, from the loss of Its nroal snpport forward on the leading wheels, the
engine, while still on the rails, would have an uneasy motion, which would
tell disastrously on the tremulous platform of the frail bridge, and it may be
from the unequal revolving or "fouling" of the disengaged wheels, and the
oscillating motion of the front part of the engine, a considerable concnssive
shock or succession of shooks, was imparted to the bridge-timbers, sufficient
when brought to act upon weak portions of the chords or braces in assisting
to precipitate its fall.
There were two decidedly weaker parts of the structure on the right hand or
Dundas side near the centre of the platform spanning the canal, unequal to
resist more than the ordinary stress of a passing train ; and it wanted but
this or some similar unusual occurrence to bring about the catastrophe which
ensued. I consider, therefore, the destruction of the bridge, in its recently
trustworthy condition, was an event to be shortly looked for, since the un-
sound state of the materials of which it was composed convincingly proves
that it had reached the point of danger. Every indication noticed upon the
fractured remains of the bridge shows me that the platform gave way at
about the intersection numbered XI. on the plan accompanying, and that at
the right side towards Dundas, for the reasons above stated, namely, two
weak and insufficient parts of the structure. The engine ha'ving
reached about 26 feet in length of the bridge, was, from the subsiding of the
platform at these points, suddenly jerked or pitched sideways and forward
in the direction of its disengaged wheel, and the effect of this heavy body
heeling over and shifting its centre of gravity at the same instant of time
from the weight being so much above the rolling plane, would cause the
wheels to slip inwards,forcing the rails from the spikes with them,striking the
needlebeams, while the heavier parts of the engine caused it to turn in its
descent until it rested nearly bottom upwards in the canal. Its diagonal
direction, therefore, by the law of forces, was the result of the sinking of the
timbers on one side opposed to the engine's direct onward motion at the same
time. I humbly conceive the position which the submerged engine assumed
as it appeared above water level upon raising, with the tackling poising it
wholly from the one side, would create an impression that it fell on the left
side, but this is contrary to all the evidence which I can gather elsewhere ;
the bent form of the rails, parallel with *he above described path of descent,
the peculiar marks of the smokepipe upon the side truss and its position
thereon, the inward twisted form of the iron couplings to the rails as they
resisted, before parting, the momentary thrust from the engine wheels pry-
ing below, as if toppled over above ; these and other facts satisfy me as to the
probable course of its descent. While all the wheels and portions of the en-
gine on the left side appear soimd and unbroken, the iron stay rod, the cow-
catcher, the cylinder and other iron works on the right hand side are damaged
or fractured ; further, the depth in which it embedded itself in the soft mud-
dy bottom is clearly defined by an angular line across the boiler, &c. The re-
mains of the bridge when I inspected it on Monday morning, the 15th of
March, presented the following aspect : — The platform or bottom, had been
torn away bodily for over 40 feet of its length, leaving the side braces more
or less injured, hanging to the top-chords ; the fallen timberi^" had that mor-
ning been collected upon the) margin of the canal below, and, much to be re-
gretted, had been separated and put entirely out of their relative places, leav-
— c "■ "" — " ••"-"" J .frrv Tf itvi viwt^ II tiiiTj.ic!t.u.i ;:.-^\x, tiiT: tstin;"
ject of after conjecture and uncertainty. Parties of mechanics were cutting
away portions of the broken bridge preparatory to its speedy repair. The
side chords upon which the whole locomotive train, in addition to the weight
}
^
;
43
of <Je bridge timberB,depended,were fractured at the points where the section
of the tambers had been most weakened ; thus a rupture took place on both
sides where the divisions are marked IX. upon the plan ; and where three 8^
inch iron bolt^ cut the fitre transversely ; hare, also, was the scarf joint of
either stringer. No. X. where only two bolts occurred,had resisted the shock
while at No. XI. again weakened by three bolts, another fracture showed it-
self on both sides ; between XI. and XII. the great force of the blow feU as
the lower chords evidenced by the splintered fragments, and portions beinir
missing ; at No. XIII., where another scarf was found, ithad broken as in thS
former instances ; in fact, the whole testimony of the shattered lower chords
gave proof that these were unsafe portions of the bridge. I next proceeded to
examine the character of the timber, upon which so much had been suspend-
ed by two or three bolts at intervals, nine feet apart. This examination was
by no means satisfactory ; whether from the perpetual jarring effects of pas-
sing trains, or from previous injuries which I had heard it had undereone—
one having occurred in the month of February just transpired— it struck me
the vital elasticity of the timber had become impaired. I discovered heart-
wood, cross-gram and unsound wood in these important string timbers the
parts m the vicinity of the bolts were blackened, crushed and impoverished,
and in the wind shakes, where moisture had entered, decay was at work ~
From the chord on the Dundas side numbered IX. where one-eight of the sec-
tion of the timber is worthless, I took a handful of rotten wood, which I can
now produce. This, further weakened by a scarf joint at the same place cor-
responding with one on the opposite side, gave little promise of security under
the weight or heavy train passing. The principle or construction resorted to
would appear to be chiefly suspensory. The locomotive rests its whole weight
upon the needle beams. These hang upon the chords or stringers, which in
their turn we suspended by the lateral braces and upper chords. All the
rigidity the bridge possesses is from the stiffness of the lateral braces connected
at their intersections by side-bolts, and as this is affected or impaired by con-
stant concussion, I find no conpensatory principle or arrangement for recover-
mg rigidity or stiffness by any means of adjustment : the whole platform then
depends upon the strength and ability with which the bottom chords resist
being torn asunder transversely, where intersected by iron bolts ; as a new or
sound structure, the principle, upon investigation, may not be condemned as
insufficient, as I shall presently show ; but its durability, in my mind, is verv
unpromising, and cannot be relied on so favourably as other modes of bridire
building which might be adduced. If moreover, the ensile strength of anv of
the supporting braces be found deficient in one or more points, the weakened
?S?? /l?^*v^*^^^{^*?®^'^'^*'^^«*^<^'^*^y'»'^^ S'lch a disaster as that of the
12th of March was likely to be the result ; the reduced section of the lateral
Draces, at No. X. Dundas side, shews a deadened cross grained fibre, which a
common place remark, " short as a carrot," so well illustrates, that I here
insert it, and produce the parts themselves in corroboration ; its cohesive
strength or power to resist being torn asunder in the direction of its length I
consider at this point to be nearly valueless : and without seeking for further
evidences of weakness and failure, I here point to these facts as a reason why
the Desjardm Canal Bridge gave way on the side upon which these defects
were discovered. The new timber, moreover, which had replaced that injured
upper
the
vicinity of a bolt hole, shewed a rent with a short vertical fracture. It is of
course, a safe assertion now that the bridge between its bearing points haa
been tested, almost as a new etruoture, with a weight of 70 or SO tow, to wy
44
^at the bridge is snfBcfently ^ftwmg. Hftringnaade the ^oolftfcloii for Its
fflrfength prcvww to this test being applied, and nent^ioned the rewilt to the
HoiwiSaWfe ABslstant GommiBsloner and othere, I shall refer to the ORtimation
ijrcn given and believed to be nearly correct, that the breaking weight ol the
aboVe ^rtent of bridge, say 72 feet, might be talcen at torkb hdndrbd and
*IP1T TWO TOWS nHlformly borne, one third of which, or 117 tons, being the
ttsefal praotioal measure of its strength ; to test it, therefore, with two ea-
•ftMs and one tender, weighing together, say 75 tons, was quite within the
HBrtt of «afety and preoantiont aa a soand piece of contraction. The basis
of this eatonlktion, was, not to amome the side latticing and chords m a rigid
hwm, of which rigidity I had misgivings, and which the acoident has demon-
■te»|ed waa a flexible one ; since a beam, 72 feet long by 19 feet deep, woald
htuvBgirea a maoh greater breaking weight, but I sought the elements of
strength for the who)e, in its part ; and what each portion of lower chords,
nine feet lo9g between their suspending supports was ^Iculated to bear ; this,
I btHwe to be the ty*© measure of the strength of the Desjardin Canal Bridge.
Hftd tike loweif chords been equal to the shock, the needle beams would alone
tovQ tookieilP^ thro^ljj leaving the lower attached to the upper chords and traces
wbiolL vewaine4 beSi^d j these lower chords present a cross-section of 12 in.
by 6 ia.> two of su^ being connected together by transverse bolts on each side,
theselKStsliiuch^ach in diameter, reduce the section (not to mention the
flcarfs) to * b«am 7i inches in depth by 10 inclies broad, and nme feet in
kngth J which, foe the two chords, one on each side of the bridge, under an
uSfprm Ipad, would l^reak with a weight of 45 tons, or 22 tons for each singly.
iJtieavty lopomptive of 36 tons would press upon or occupy two of these por-
tiona of platform, or eignteen feet in length, and as it is Shewn that it would
Mfluiw »8 tons to break this extent, taking one third of the latter as the safe
nSoUcal strength, this, therefore, would be a severe test inasmuch a* 37
S^QQe^ iU, for CQWtftut and daily use. For a 28 ton engine, Which I hare
MMim^ci tbe Oxfora to have been, the weight would just fall within the limit
pf <Ate praQti<?iai strei^sth, and might be confidently run over whHe the bridge
cQ^t^aue4 mm'^f For the heaviest class engines, therefore, it would, be deslr-
abie tQ iwreas^ ite depth of the lower chords say to 14 inches instead of 12,
audi am of opi^io^ that when the needle beams were replaced after the injuiy
in February by others, the lower chords likewise sbotfld have been renewed,
JJd witfe mms of a deeper scantling. In adding this additional two Inches
to the diPPtJl of tide lower chords, while only increasing the weight of material
in tj»e bridge by twenty cubic feet or 600 lbs,, there would have been a decided
.gain of twOrthtrds ^ts previous practical strength or the ability of sustaining
Mventy one tons aii^itional burthen equally spread. Under these more fkyor-
able eiouuwtanoea the lower chords would have been strong enough to have
rewM ti^ shock of an engine dropping nine inches on to the timbers, even
ha4 the needle beams given way--or as 117 plus 71=94 tons. Several forces
were brought into afitiou at the destruction of the bridge. If, as 1 am informed,
the bndg^ is on a deaoeuding grade of 50 feet per mile, or say 1 in 150, the
eiafeot wiild be 21-5 tons force of gravity to an engine of 28 tons entering on
ti^ iaotoed plane of the bridge. In addition to its transverse and cohesive
5rei»P,^e WW also the effect of torsion or twisting, from the engine bemg
oaated sideways, mmm tJitj braces on the left or Bay Me to br^ak short off
Sere connected witb the lower chords at their weaker section ; there was also
m further seriptts injury before alluded to, from the blows or concussion
wMngOtttof tt^ deranged wheels and broken axle, which wheels I^flndwei^h
aaeii aboali four hundred and eighty pouuds, proaucing tne enecc oi a laiiTuin
'^f^,iS»^Vimde^^GU^^fm^^^^^^ is not sufficiently positive
^SSough, therefore iti8,andmus»remain,a suljjectoflnyBtery ana nncer-
i
^
m
tftinty, as to the real, decided caoae of the aeciclent to the bridge itaelf, yet
there is in my mind no uncertainty as to the state and strength of ttiis rail-
way stracture to resist or sustain any untoward shook ; accordingly, upon a
thoaghtful consideration of the toregoing circumstwiees, I hare oome to the
eonclusion to report the Desjardin Caiml Swing Bridge to have been in an
unsound, impaired and dangerous condition on and before the 12th cdr llarob
last.
And I have the honor to be,
Sir,
Your obedient, humble servant,
F. P. RCBIDOS,
Assistant Engineer Public Worklu
P. S. — The weight of the engine has in this Report been assumed at 28
tons ; it would appear that 24 tons is nearer the truth ; but taking the foree
of gravity upon an incline ot 1 in 105, it may have pressed the bridge tiniberB
with about twenty-six tons.
The accompanying plans, sketches and photographs, are referred to as
illustrating many of the foregoing rsmarks.
F. P. R
Thirteenth Day — Saturday, April 4<A.
The Jury met at 2 o'clock, p.m. Before proceeding to their regular busi-
ness, the jury were for some time engaged in the examination of a model of
the bridge, and of a part of the track leading to it, as well af) of a locomotive
engine, constructed under Mr. Sharpens direction, by a tew of the mechanics
employed at the shops of the Great Western Railway.
Mr. Rubidge was further ex:amined. He said — I consider the bridge
safe, but barely so, for a train going over on the rails. Of course, I ccmsider
that it was just in that condition that anything going wrong would bring
about an accident. I believe that the bridge was in a dangerous condition,
and at any moment it might yield and give way.
To a Juror — The weakest parts of the bridge are where the defective parts
were discovered, (pointing to the model.) Here (No 8.) was a defect in the
chord — one-eighth of it was injured. Here (No 10) was another weak point.
1[he braces were evidently broken with a very light stress. The whole of the
right hand side was weak.
To Mr. Gwynne — I entered the Board of Public "Works as a draughts-
man and assistant engineer, I was employed in laying out the Beauharnois
Ganal, enlarging the Lachlne canal, &c. I acted in the field under Mr. E,eef-
er. Previous to my enteriug the Department I had been engaged under Mr.
Baird on the Welland canal, on that between the Bay of Qutute and Presque
Isle, and on the railway near Cobourg. I first commenced in the country
30 years ago as a surveyor. I never had any training as a civil engineer
beyond that which 30 years' experience gives. The most celebrated engineers
are those ^vho have commenced in this way.
The Coroners objected to further questions of this description.
Witness continuing — Ten years ago I was the only resident engineer of
the Board of Works. I had the superintendence and supervision of all the
bridges in Lower Canada, of which I have built probably more than any man
besides. I have no experience on railways besides in surveys. I do not pre-
tend to much information as regards locomotives. I have been more con-
nected with macadamized roads. These [produced] are the pieces of timber
I consider inferior, I do mean to say that these are inferior sai^ jles of tim-
ber for ordinars bridges. I think a swing bridge might be constructed which
would prevent an engine going off tiie track, from going over or through the
the bridge. I would not insist on the impofiaiblllty of an engine goipg over.
46
It is, however, not unlikelv that a tubular bridge might be made strong enough
to resist in both cases. If the rails were on the top of a tubular bridge of
course the engine would go over, if it went much to one side. I speak mere-
ly from my impressions as regards tubular bridges. I do consider a swing
bridge of timber might be made much stronger than the structure at the
Desjardm canal.
I form my opinion as to the danger of going over the bridge in a car af-
^r Its construction, from a belief that the principle of the bridge is faulty
Not in any supposition that the weather would injure the timbers in that time
--there is very little rigidity about the bridge. After 12 months I should
look for injury to it. I am aware that there is a bridge over the Welland
eanal built on the same principle.
Mr. Gwynne— If you found that sound and requiring no repair— havinjr
in the meantime had none, except in the bracing up of the bolts—should vou
conceive your opinion erroneous ? ^
1 7^}^^u^^ ^^'Jl* ?*y *^** *^® Desjardin bridge was unsafe— I merely cal-
culatad that it would have been so, if theory is correct.
Mr. Gwynne— Do you found your report merely on theory, in the face of
ascertained practical results ? ^ « *«co ui
Witness— Not at all. I compare my theory with results shewn on
otner bridges, much stronger than this. The nearer you approach ricidity in
the construction of bridges, the nearer you attain perfection. The insertion
of bolts in the Desjardm bridge is calculated to cause permanent iniurv to
the bridge-soft wood in contact with hard iron gets jarred. I think thev
support the lower chords, and do not contribute to the rigidity of the bridge
1 do not confess to arrive at any conclusion that because the Thorold bridee
remains sound, therefore another must do so.
To Mr. Richards— I have constructed some of the largest bridges in Low-
er Canada. The principle of every bridge should be, that it should represent a
rigid beam or plank on edge. In the Howe truss there is a provision for re-
storing rigidity— the diagonals press end against end. There are tension rods
on the top, by screwing which up, the rigidity of the bridge can be entirely
restored. In the Desjardin bridge there is no such provision. The tensile
strength of the upper chords and lattices is greater than that of the lower
chords. The shock given in February last would be very likely to injure
the fibres of the timbers. Certainly the masts of a vessel striking it would
do so. '^
• To Mr. Richards— I consider the De!s)ardin bridge, in principle, like a
succession of bridges, 9 feet in length— not as a single rigid beam at ah. The
endofthe first needle beam, the body of which we did not find, was perfectly
rotten. I think the first six or seven of the others are placed in their proper-
relative positions in the bridge as reconstructed on the beach. There are
none of those near the Toronto end broken through. The tenth [from the
Toronto end] is missing. Only one of the 8 before it is fractured. More of
these are marked outside the right hand rail. It does not appear that any
blow was given to these on the right hand side which caused the fall of the
bridge. The rotten wood was taken from No 9 lattice. The rotten wood was
near the bolt.
To Mr. Gwynne— I believe that the marks on the lattice of the bridire
were made by the tender The marks on the cross ties I believe to have
been made by the wheels of the engine conjointly with the rails. I think some
of the marks on the ties, before coming to the bridge, were made by the left
hand wheel. The engine is a loose, heavy bodv. 1 think it verv likplv that
tne right hand wheels of the locomotive made the marks on the ties beWeen
the rails, after it had canted over, and the rails were torn from the stringers
and thrown, together with wheels, inside the track stringers.
■m
I
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I
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t
F
I
d
n
tl
If
ii
al
hi
ft
tl
bi
w
tu
ol
a^a ..cf at i-.e^Xil^SSu&p^^^r^SJi'^;^';''^
^^J^Tle report, which wa. l«ngthy, was ihe„ re«J. W« give the concluding
led tftr f!.trg"ir Sl^i^^t'"'' "™'' «' "" -""S^ "4 '^«i». I -
from the^nd of the briip S*''.i!^'^^°^ *^.u*^** '^P^" ^^e lattice, four ffet
^»rra%tri"8',^^e?irro?tSfj^^^
s:^ra^?s:i-c-iri£3:?Sr^^^
made the mark four feet from the t^nant\hli!^-A /w l* °® ^"*®^ ''^*«»
the engine travellinJin that dirpotlnn t ^''^f®' this beam would, with
hasten ™f™1yt"L\™f an Se""^^^^^^^^ '"' -"f«" °f "■'^ f»"
««.«!. ™i «.„„ ^ iki'siz;" "a"S.sr sisa?r.;
for the pine spliators fioroMd in the buflfisr beam and the oak flbrea in the
thread of the chord bolts.
7. The outer ring of the axle fracture not beini^ oxidincd, would Indicate
that previous to its immersion ia the water it had revolved long enough in a
semi-fractured condition to become oiled, and thus protected from mst. The
champered angle of the inside bearing box more strongly points to a continued
rerolutioB of the wheel in contact with it for aome time after the axle yielded,
and before it was completely separated.
8. The absence of any marks of the truck wheels outside of the right
hand rail to oorreepond with them on the inside of the same, may be accounted
for by the fact that the needle beams were here covered by the loose ftooring
of the foot path, and upon the supposition that the broken right hftnd lead-
ing wlwel, detached by the Uow npon the stone work, would be doubled under
the truck ftiame, and keep the following one from striking, — the weight of the
engine still being prinolpally wUhin the rails and the truck inclined to the left;
alK^ that the buffer beam, m contact with the lattice, would sustain these
wheels above the level of the needle beams.
9. The absence ot any traces of the driving or trailing wheels upon the
needle beams^ with the exception of the first one, may be accounted for by the
sappoBttion, 1st, that the support on the right had been cut away before these
wheels left the stone-work, and that in falling the needle beams kept a-head of
them ; and, 2ndly, since the needle beams were suspended by bolts passing up
in the open space of ten inches between the chords, which bolts were hung
upon loose oak blocks, free to slide along the top of the chords to to the extent
of each panel or space between the points of the lattice connection with the
chord : and since there were three beams each seven inches wide in each ^ace
— that after these three beams were thus driven forward, there would be an
open space wider than the diameter of the driver or trailers, through which
these might drop until the ash-pan rested upon the rail.
10. The fact that no marks were discovered outside of the right hand rail
on the night of the 12th ultimo, may be accounted for from the consideration
that these marks commence within twenty feet of the bridge, white the fresh
marks within the rails extended from the switch to the bridge, a distance of
130 feet. As many persons had been working near the bridge, rescuing the
wounded &c., any fresh marks on the short distance of 20 feet outside the
right hand rail might have been trampled out, or hidden ftom the view, par-
ticularly to persons examining at dusk or after dark — while those marks which
were between the rails would be more readily traced from their greater extent
in length, the trail once obtained at the switch being followed with compara-
tive ease to the bridge.
I am, therefore, led to the conclusion — from a consideration of the evi-
dences at the switch and on the track, and the subsequent appearance of the
engine and the bridge — that from the failure of the right hand wheel of the
engine truck at or before reaching the switch, the left hand leading wheel was
let down inside the rail, and continued in that position [with the following
wheels upon the rails] until it reached the coping of the abutment, which it
struck, throwing the truck off to the right, and carrying the engine into the
right hand truss, marking its path by the paint of the buffer beam, and the
soot of the smoke stack, and giving evidences of mutual contact by the painted
splinters found on the engine, and the oak fibres (of what I believe was the
cow-catcher beam) found on the chord bolt.
I have considered it m'eferable to investigate the causes of the disaster
without ref rence to the sufficiency of the bridge as a structure, or estimates
of its ultimate strength or breaking weight. This depends wholly upon an
assumed oonstant'for the tensile strength of white pine, which quantity is de-
1
rived from expertm«nl with njioclmens which oaa hardly be taken as a fair
average of all the qualities which iu practice are placed in the beat wooden'
Dridges. In the fact of it» having carried the tarafflc ot the Great Weateen
ftaihvay for three yeara— and of its having bean swung repeatedly during th«
Beftson ofnavlgatioin without requiring adjuHtment, [of which, indeed it is firom
it« plan incapable,] the Jury have the beat evidence of the vertical strength
and stiffness of the bridge. To what extent its original Htrength may h»ve
been Impaired by time, use, and the accident of Februaiy, it is impossible now
to flay ; but if I am correct in ray belief of the immediate caufle of its destruc-
tion on the .2th March, any wooden bridge with the roadway upon the lower
chords would have shared a similar fate. «. ^ ^
T. C. Kekfeb.
After the readingof the report, Mr. Keefer submitted a series of diagramfi
to shoTT the position of the bridge and train after the accident ; and th« manr
ner in which Uia marks were made on the bridge.
After some discussion, the jury decided to adjourn till Monday, when Mr.
Reefer would be further examined.
Fourteenth Day, — Monday April 6<A^
The Jury met at 3 o'clock, p. m.
Mr. KsstEB was re-examined.
Mb. EiBTSB stated, he commenced his profession in 1888 on the Erie
Oanal. In 1840 he had taken out a license as a Surveyor. But he had not
used it, as he had been employed almost immodiately afterwards on the Wel-
lattd Canal. He had also been employed on the Ottawa, and had then com-
menced the survey of the Grand Trunk. He had been the Chief Engineer on
one railroad for a year, bt-t did not consider be had very great experience a»
regards them. He had seen a train running off the track ; considered ikv
marks on the track are those of a locomotive: He^had discovered the^ontsid«
iHarks on the track by measuring from those in the inside of t(he guage of
the locomotive wheels; having learned that nothing had run off the track
before this accident on the right hand side, he presumed those whith he
found were made at that time. His reason for thinking that the three thlofk
vheels wore on the rails up to within a few feet of the bridge, was that the
marks, on ^he ties, from the switch to the bridge, were parallel with the rail.
He thought the truck, when the wheel struck the coping, wou^d^ na^ural^
turn around towards the right. , ., [ ^, ,' ,]\
To Mr. Richards— The truck of the engine may have jumped up 6 inch-
es, or a foot from the level of the rails. He had seen marks outside tjie rails,
on the right hand side of the track. He had measured them with Mr. Rich-
ajfds and othersi. At that time Mr. Richards had not appeared willing to Mr
sort there were none ! He saw no lateral blows on any of the first ei^t beams
Which had been sufficient to break ttiem. He thought that the truck migbir
hftl^e been slewed round afresh when it struok the lower chord on the right
hand side— the engine meanwhile travelling in the presumed direction.
CoRONBE BuiL— Had the bridge broken by dead weight, would fracttttM-
oTthQ lattices on the left hand side be so very different from those 6t. the
j^^i^t^ ; . ,.,. ;■' ■', '^;''
- Mr. KuBfSB— That would depend on how tl^e dead weigjit had acted. —
If the bridge had broken by dead weight some bolts would be found to h^jf^
Mdrairn** or some, results would have appeared* different iroiu iuowt, whicii
aotuaiUy were ^ewn. Qe had examined the lattices carefully, and ha4 nfm
DO such signs.
To a Jnror. — Had he anticipated thn accident, he woald have mado the
trsok rnn npon the the top of the hridfi;*), inattad of the bottom, ho that an
engine conld not i^o throii^fh — and if it ran over, probably the engine tender
and perhnpH t»HgKag«' car would alonr. be precipitated into the canal. Ue had
examined the timber of the bridge. There were a few Hticks not very good,
but the beam were aw good as those generally used in timber BtructureB. He
thought the bridge wa^ of a kind very well adapted for a new bridge, although
perhaps he would not have built it bo.
To another Juror. — He thinks that in that place there wafl height sufflcl-
ent to have built a bridge for a train to run over the top of it. When a train
ran on the top of a bridge, several additional stringers and chords might be
put in to Htrongthen it ho as to resist almost any weight or strain. When
the track ran inside the tressel, there had to be a considerable space iMtween
the chords, to allow of the passage of the engine and cars.
Jamvh C. Strekt, deposed — I am a Civil Engineer, and was, at one time,
connected with the Hamilton and Toronto Branch road, as contractor's agent.
I heard no complaint as to the Desjardin bridge, nor was it my business to in-
spect the bridge, as it is on the main line of the Great Western Railway. I
have been perfectly acquainted v/ith the bridge for four years, and conceive
it capable of bearing up any train running on the track. I conceive, how-
ever, that the principle of its constructionls bad, in case of a train running
off the track. I have seen several swing bridges of iron, and one draw bridge
of wood. I know of a better principle of construction than that ot the iiwtyardin
bridge. I have read Mr. Whipple's calculations, and I have reason to believe
them correct. 1 think, however, that a bridge might be made as light and
safer than the Desjardin canal bridge, to answer the same purpose. It is 04
the London and South-Coast Railway, its construction was directed by Mr Ras-
ti'ick. I think the bridge would be practically stronger, if the trusses were
of lees depth, and the lattices thicker, although the bridge so constructed
would be theoietically weaker, the same quantity of timber being used in
each ease. Another defective principle in the construction of the bridge, is
the placing of the needle beams below the chords, instead of upon ^hem, asi
in case of breaking, they act as powerful levers to break the chords. '
To Mr. Richards- 1 should think if the bridge were injured by the Feb-
ruary accident the flaws would have been perceptible, t gaw the bridge the
day after the February accident, also the day after the . e accident I look-
ed, but merely in a cursory manner. I saw no marks on the right hand side
of. the track.
'.' To Mr. Gwynne— I did not examine carefully. If the bridge was well
repaired after the February accident, it would be as strong as ever. When a
train runs off the track, the question as regards bridges, is only one ot degree
of safety. None could be absolutely safe. I conceive that the truck only
was off the rails up to the moment of going down. The driving wheels may
have been off, but I don't think they struck the bridge with much violence.
If I found marks on the right hand side of the rails, corresponding as t:y the
guage with those on the inside of the track, I should imagine they were made
at the same time.
..fi? To the Coroners— I think the bridge would be safer if planked. I would
not put more than a three-inch plank, so as just to allow the engine to go
through, and then let its motion be impeded. I conceive that a succession
of blows was given to the needle beams by the wheels, thus giving a vibra-
tory motion to the whole structure which accelerated its fall.
To Mr. Richards— I think the truck must nave been off the rails at the
Moment of entering the bridge. There is no mark of a very violent blow on
the cross ties found.
^M\ '^
1$
^i r<
51
Fifteenth Day— Tuesday, April 8<A.
The Jury met at three o'clock, p. m.
After the OoronerB had briefly summed np the cviden<:e nnd Htated the
ease, tue Jury retired to consider their verdict. The following is the
VERDICT OP THE JURY.
■» *'An Inquisition indented and taken for our
/ Sovereign Lady the Queen, at the city of Haniil-
CODMTT Of WbNTWOKTH.
To Wit:
ton, in the county of Wentworth, the 13th day of March, 1857, and other
days, (according to adjournment,) before H. B. Bull and J. W. Rosebrugh,
EBquires, Coroners for the said County, for our Sovereign Lady the Queen,
on view of the bodies of Donald Stuart, A. Grant, John Russell, Mrs. Beck,
Joseph Barr, Mrs. Doyle, James Gannon, Samuel Zimmennan, Thomas Ben-
Bon, John Sharp, Rev. Alfred Booker, Erastus W. Green, Thomas Gorwell
or Doyle, an infant daughter of Mrs. Beck, John C. Henderson, Mrs. Jno.
Russell, Daniel Hecord, Edward Duffleld, Mahaly Clare, Capt. James Suther-
land, Adam Ferrie, Geo. Darragh, James Ross, Jacob C. Snyder, Junior,
John Wilford, Alexander Burnfield, Mr. Barton Senior, Robert Crawford,
Mrs. Sturdy, Hugh McSloy, Rev. Dr. Heise, Timothy Doyle, Patrick Doyle,
James Harkness, Charles Brown, W. H. Kendall, Diana McFiggan, John
Bradfield, a man unknown, John Morley, Ellen Devine, Mnry Devine, Geo.
S. Sloan, James Forbes, D. Curtis, D. Witter, Mrs. Bradfield, Ralph Wade,
Colin Campbell, Geo. EHaird, G. McDennie, Hugh McEvoy, Mary Jane Da-
vis, James Major, Mrs. Howden and child, George Knight, Mr. Farr, and
Mrs. P. 8. Stevenson, being then and there lying dead.
"Upon the oaths of Jambs McIntybb, Foreman, James Osborne, Joseph
Lister, John Moore, John Galbraith, Levi Beemer, Robt. Roy, Jesse Nicker-
Bon, Thomas B. Harris, Robt. Osborne, William G. Kerr, Alex. Hamilton,
Lewis R, Corbey, Charles Magill, Horatio N. Case and James Cummings,
good and lawful men of the said county, duly chosen, and who being then
and there duly sworn, and charged to inquire for our said lady the Queen,
when, where, how and after what manner the said persons aforesaid came to
their deaths, do upon their oaths say that the said enumerated persons, be-
ing passengers and servants of the Great Western Railway Company, came
to their deaths in consequence of the Company's locomotive engine *« Ox-
ford " and tender, with a baggage car and two first class passenger cars at-
tached, composing the train leaving Toronto for Hamilton, at 10 minutes
past four o'clock in the attemoon of the twelfth day of March last, haying
been precipitated into the Desjardin Canal by the breaking of the swing-
bridge over said canal.
"The Jurors aforesaid find that the immediate cause of the accident was
owing to the breaking of the forward axle of the engine-truck close to the wheel
on the right, at a point on the road not ascertained, in consequence of ??hich the
left forward wheel of the truck left the rail at or near the switch near the bridge,
causing the locomotive when entering on the bridge to diverge to the right,
crushing and tearing away its supports, and precipitating the whole train in-
to the canal, and resulting in the calamity which forms the subject of this
melancholy inquiry.
"The Jurors further find that the locomotive * Oxford] had recently un*
dergone a luuruugu repair, auu si a uuj-a picviuucjjr iv.- txnc iii^jwuviivij- w
casion, according to the evidence, had turned out of the repair shop in a
good and satisfactory condition. They likewise find that before leaving the
82
Toronto Station with the train on thfft ftttal track, the^ said engine was ex-
amined by a proper officer and reported by him to be in perfect running or-
der.
"The Jurors aforesaid also find that the said bridge over the D^sjardin
canal was built of wood, andi constructed of sufficient strength for the con-
veyance of the traffic of the line safely and securely over the said bridge, pro-
vided that the locomotive and cars remained on the railway track, but that
the said bridge was not built of sufficient strength to sustain an engine and
train in case they should run off the track while passing over the said bridge.
" The Jurors are of opinion that the only certain way of providing
Against a similar catastrophe, at the same place, would be the erection of tt
permanent bridge, and they would, therefore, strongly urge on the Qorem*
ment to cause the same to be Built forthwith, and also that the Toronto and
Great Western lines should have separate tracks over said structure, thorehr^
doing away with switches, which are always objectionable in snch places. *
" The Jurors would farther recommend the renewal of the former la^",
compelling trains to come to a dead stop before passing on this and all amilto
bridges, believing as they do, that the lamentable accident might have beett
avoidod had f^is precautionai? measure remained in full force."
X W.SiBRtrGH, } ^^"^"^^ .
JAMBS McINTYRE, Formqn,
JAMES OSBORNE,
JOSEPH LISTER,
JOHN MOORB,
JOHN GALBREAITH,
LEVI fififiMElt,
., * bOBE^TIlOt,
JESSE NJC^RSON,
TflOS. B. HARRIS,
ROBERT OSBOIINE,
WM. 0. Kerr,
ALEX. Hamilton,
CttAS. MAGltL,
HORATIO N. CASE,
JAMES OtJMMlNGS.
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