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 FULL DETAILS 
 
 OP THM 
 
 ..■f 
 
 Of the 12th of Kaich, IBST, 
 
 AT 
 
 THE DESJAPIN CMAL, 
 
 fin the line of tke Great Wsisf em fiailwa^. 
 
 /■■-i.- 
 
 •♦» 
 
 HAMILTON : 
 
 WILMAII A. SHEPARD & CO., PUBLISHERS. 
 
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 Frtnttd Ct th« *^mkUn t!f htniDf rareit,*' bj Joho W. E»rrii * Oo. 
 
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 i:.i t eflorfv.7 -lucS dolil":^ ^cf .f"?rt trso •,^nr.unx;T.MajsMo nortUIoo ia}'/*';*! ©lU 
 
 THE PEAT RAILWAY CATASTJIOM 
 
 OIF* TXZS laTZI SiCAtXlOXX. 1857, 
 
 r'l: 
 
 OK THi! DE8JARDIN CANAL BUIDGE; 
 
 ^tt^HucON THK LINK OF THE ORBAT WE8TEIIN RAILWAY«.?:U ,9Xiil 
 
 [The object of the Publishers of this pamphlet is txro-fold,— flrst,'; 
 to place on record, in a concise form, a narrative of one of tiic most 
 fearful casualties 'of modern times, collated from reliable sources; and, 
 secondly, to pay some slight tribute to the memory of those beloved 
 fellow-cit'zens who perished in that fearful catastrophe, and now filuiti- 
 ber in the silent tomb.] 
 
 •^'jir'ijA.Ot 
 
 
 Hr Vl.lTf^sT'-'/Tjfi iP ;N5r»* ft" 
 
 ieij t*ri4 }fi«l b\».p' ..rit:ti pWr- , 
 
 Thb Twslfth or Mabch will long be remembered in Canada as a doyoi 
 sad bereayements and heart-rending reminiscences. , 
 
 
 'r>r 
 
 ■}-:> 
 
 On the afternoon of that day (1857) there left^Toronto iho usual pas- 
 seni^er train for Hamilton. As near as can be ascertained, there iirqredboup 
 one hundred persons on the train. The usual calls were inadc at tlio T^jar, 
 stations, and the train arrived at the JDesjardin Junction at its appointecl 
 time, having taken on about the same number as had beeii set down, so that 
 the train was much about as we have stated it. XVhen approaching tbo 
 Junction, the customary signals were given, and the train was brought on^, 
 from the Toronto Branch (as the Hamilton and Toronto Railroad is called}, 
 into thei main line of the Great Western Road. But before we proceed fur-, 
 ther, it may be well to explain the condition of things at this point-.-a point 
 which lias now acquired a world-wide fame for death and disaster. 
 
 Within forty yards of the junction of the two roads, tbo GrpatWestcrp* 
 crosses the Desjardin Canal, which is a short navigation: conuscting the town 
 of Dundas with Burlington Bay, at the head of Lake Gntario. Prior to the 
 construction of the Great Western Railroad, its course was circuitous, wind»if" 
 ing round the Heights at the bottom of a deep ravine. An attempt was made 
 by the engineers of the Company to construct a bridge at the point where 
 the line crosses the old canal channel ; but after the expenditure of' a large 
 sum of money, it was deemed to be impracticable, as no good foundation 
 could be got, audit was consequently abandoned as beiiig a '*bottoml^s 
 pit," by which name it is yet known. An arrangement ^as then effected 
 with the Canal Company (which was originally started into existence by an 
 entorprizing French gentleman who resided at Dundas, named Peter 
 Desjardin) by Which the Canal was carried directly through the Heights, and 
 
w 
 
 the so-oftlled « bottomless pit" was filled up. It was at this embankment that 
 the fearful collinon of last January occurred, by which four persons lost 
 their lives, and numbers of others escaped as by a miracle.. Between the 
 Heights and the Buy, the Canal is crossed by a swing-bridge of sixty feet 
 upaia, the abutments being of solid masonrjf.aiid rising fi>rtv f4e!t l|i,boi(e^l|i^ ^ 
 letel of the water, which is there twelve feet deep. At the a!6tance of forty 
 yards on the north-east side of the bridge (from which direotton this ill-fated 
 train waa prooee<Mng) there is a switch, b^ ipeaiis of whipb tb^ saila on th^. 
 Toronto branch are united with '^ho^eon the main track of tiie GFrealt Western 
 line, there being, only one ti^ok ovsr the Ittidge; and honoeHtheMiecessity 
 of this switch. When the train passed this point, there were two men in 
 attendanoe at the switch, the one having just come on dut;^ ""j^i^^^P <^head of 
 his given time, to enable the other to proceed to the city op that train, as, 
 was his oustom. They both agree that nothing appeared; t^ be wroi^g a»,i;h^ . 
 locomotive passed over the switch ; one of them j vamped pn the platforo^ of. . 
 the last car, and held on for a moment by the iron rods ; the brakes had bj^en 
 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 locomotive eaters on the bridge ; one sharp, shrill 
 whistle gives the only warning to the passengers that between them apd 
 eternity there is left scarcely sufficient tii^e to say, " May the Lord be 
 merciful I" Thq Oj^ord 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 
 ^th that brave driver Bubnfield, who perished at his post, in the exeeution 
 of his duty. Next cpmeathe tender, an^ then the baggage car, in which there 
 \fejre two or three personit. Aqd then the first passenger car, with its fifty pre- 
 ciotis soiils, comes dQwn the rails and takes the fatal leap, Mther ttirnthg a' 
 complete somersault or careening over upside down. It lies across the b^d of" 
 the canal, the ice being broken through, and the car is about half-filled with [ 
 waier. fiat there is yet another car-load of mortal beings poised for a moment ^ 
 on the top of the wall, and then it, too, plunges into that fearful abyds leaving 
 the hind trucks on the rails above — a poor remnant of a whole train, which 
 b^t a moment before was as perfect as skill could make it, aad bore homeward 
 many a manly heart, and fondly-beloved father, mother, husband, wife, broth- 
 er, sister and child. A few escaped, and others perished in the attempt ; but^ 
 not less than fifty-soyen or sixty lives werie, ''at one fell swoop," cut off" in the > 
 twinkling of an eye, as it were, aad souls were lauded ou the shore? of eterni^- 
 ty which had no time to reflect of its grandeur or its despair. ' 
 
 As might be expected, the news of the tragedy ran from mouth to mouth i 
 with the speed of evil'tidings, and every possible means were employed to> 
 re^ue the wounded, the dying, and the deadi Throughout the whole of that, 
 night and during the succeeding days and nights, there was an army of men, 
 engaged in breaking up the submerged cars and taking out those who had been- 
 imprisoned. We shall proceed presently, to detail the results of these labors, 
 mor^ minutely, as also the hair-breadth 'scapes of those whp; st^ li^e^ to teUi 
 
thelMd story of tbtiir experience. In the mean time, we mnst speak of tBe 
 immr ate effects of the oatastropbe. It was one of those cold evenings whicli 
 sometimes sacceeds a clear sunny day in March, and the labonrs of those brare 
 fellows who bad chosen the taslc of wreckers were cruelly heightened by the 
 intensity of the frost, for many of them were saturated with water at the flreez- 
 ^ng p(^t. Thousands of the citizens of Hamilton— men, women, and children — 
 hurried to the scene of the disaster;— the city was wrapped in mourning, M Q^ 
 by one some valued resident or well-khown friend was borne to the Gharnel 
 house. The ncwspapisr and telegraph offices were besieged with anxions en- 
 qiiircls after ah.seiit friends ; and as the news spread to Toronto and distant 
 points, the intensity of feeling was even more and more heightened by the 
 interchange of communications which left no doubt as to the fate of others, 
 not yet recovered from the wreck. This continued thronghout the whole 
 night (the telegraph offices being kept open) and during the next day. — 
 The bitter lamentations of those who came to search fur lost friends among 
 the dead at the railroad depot was such as can never be forgotten by those 
 who witnessed th<t grief of a mother as she picked out au only son perhaps 
 from among the dead ; a husband who recognised in the mangled and stiffened 
 corpse before him, the partner of his life ; a wife who shrieked with horror and 
 fell prostrate over the husband she adored. Ah ! it was afearful sight, to behold 
 a woman with her infant clasped in the arms of death; sisters lying side by side; 
 whole families jgrouped together in affrighed attitudes ; here an unclaimed 
 child or woman, there a stranger in a strange land. .. ^ > 'iOiQ^^ai 
 
 Neither wealth, nor power, nor skill, nor learning, nor courage, nor wortJi, 
 nor experience could help or save at that dread moment I In that assemblage 
 were men who had run the gauntlet with Death by flood and field; had passed 
 through many trials, and had experienced some successes ; men who had grown 
 rich in worldly goods, amid the strife of life and in opposition to many dis- 
 couragements ; hod had cause to mistrust a stout heart, and yet had outlived 
 trying difficulties. But now they mingle once more with that dust from 
 whence all sprung, and to which all must return, for 
 
 rso 
 
 V 
 
 *r....y, 
 
 Death hurls the moxMrch from his throne^ dc^.^^«- 
 
 S^ith claims all living &r his own! 
 
 
 Turn we now to a closer examination of the results Of this sad calamfiy. 
 It itfay b(3 bi^t'tet imagined than described, how tremendous was the frenzy of 
 the pppulace as the news ran through the streets, and the names of beloved 
 friends and relatives were repeated in the lists of victims. -^4 . ; 
 
 i ) :. The nuini}er of nai'rbw escapes is very remarkable, and worthy of ia pass- 
 ing reference. One gentleman paid a cabman handsomely to gallop to the 
 depot in Toronto, but arrived just too late ; another was on the cars^ but got 
 off for some trifling purpose at the suggestion of a friend, and was left; 
 another was detained by an invitation to dine with a Cabinet Minister ; another 
 |K(;9Q|i^3tinated, |ie knows not why, till it was too late, though he desired to 
 take that train; others, again, stayed over to see Miss Nickinson per- 
 form at tbfe :£b^atre f toother mussed the cars by half a miuiale at Pert Credit ; 
 
8« 
 
 I 
 
 -^.< 
 
 another, the i^Aine at TVatardown ; another got off and was left behind At 
 Welllogtou Square. A lady who wi\» killed was taken on in the mornlDg on 
 her way down, after the train had started. Such are the trifling oircumstances 
 by which life's tenor is held, or ior ever snapped asunder. ^ ^^ 
 
 LIST OF THE DEAD. 
 ~i: 'The following is a correct Ilat of the dead, iaken from the OorqatKi 
 
 Book :— rn*':.'' ,. ' h^inti'i-^ ^ftr^i'r, 'uy •"K'i'-f'xiP 'srti>o otsoa '*rf^ f*l ^v«iT.L;*J 
 Ay- . 1.— Donald Stuart, Mercbnut. Hamilton. bfivfitf '^muf* 'jajyti 
 
 ,.. , 2.— A. Grant, Goat Is'and, Niagara Falls, New York. 
 
 3.— John Russell, Rulhvay Couuactor, Brantford, of th9 flrm q( Melliih, 
 
 Morrell •& Rus-scU. ' '^"^ i. ......*,..,.,., v.,.. 
 
 y.: 4.— Mrn. Uus^ol, wife of the above. *' ^iin: ii-'^i\'.,Mil '<i\i .'u. ^ 
 
 .«'. 6. — Timothy Doyle, of Dumbarton. i,w »i.oiim'iasjaim<y)'\o e>-^{i6A!iv)ml 
 
 7.— Patrick Doyle, brother of No. 5. ^ . ^^ j [ , 
 
 ^ 8.— Timothy Doyle, son of No. 5, aged 3 yearc *" ^'T*^??*'"'* ^^*) *^V*^ 
 ft,-^Joseph Barr, Merchant, Niagara. i^o ? f^jimuwHJBl tyWi^ «rf'f 
 
 IQ.— James Gannon, Chicago. -tKj'.f> hcwi^i.-n »dJ in hnub <jai 
 
 II.— Samuel Ziramermaa. Niagara Falls. . 
 
 12.-^Thomas Benson. Secretary and Treasurer of the Port Hope, Lindsay 
 arid Beaver ton Rail'vay, Port Hope. 
 I 13.- John Sharp, Bookseller at the Hamilton Depot of the G. W. R. <*^' 
 
 ?i^ 
 
 
 EC 
 
 'ii 
 
 r„14.— H'jv. Alfred Booker, Pastor of the Park Street Baptist Church, Horn- 
 
 on. 
 
 ^aiO'ff a 
 
 15.— Ernstus W. Green, (unmarried,) Hamilton. 
 ; r: K;.— John C. Henderson, brotbur-in-law of C. J. Brydges, Esq., Managing 
 Director of tbe Great Western Railway. 
 
 17.— Mahaly Clare, daughter of John K. Glar?, merchant, ^a^^)ltoo. aged 
 2 years. , ^ , '. 
 
 '-^ji"J8— Daniel Seoord, Brantford. ' ' " -I'^AbiUiy') nm^yL^'U:n 
 £; ,. 1!).— 20. — Mrs. Beck and infant child, Hamilton, t - r ' - ' .*: .- n.rtr -.t>w 
 
 21. — Eiwin DuQiuld. late mate of tlie Europa steamer, Hamilton. ^^\j • 
 
 22. — Joseph Major, Tsvo Ri vers, Michigan. ... 
 
 -^' - 23.-^Cai3t:ain James Sutherland, late of steamer Magnet, Hamilton;'* ■ '^'^ 
 hr 24<'<'Adam Ferric, Jr. Hamilton, eldest son of the late Colin G. Ferrie, 
 
 25.— Geo. Darragh. Nelson. ... -■'.■■■■.■' w^^y^pi^i^ 
 
 26.— James Ross, Gas Inspector, Toronto. 'v: 
 
 27. — Jacob C. Snyder, miller, St. Jacobs. 
 
 28.— John Wilford, miller, (lately from England,) stopping at Dowling'a 
 Hotel, Bay Street, Hamilton. ;-,: ) i 
 
 29.— iVlcxander BurnQeld, engi neer of the ill-fated trafn, Hamilton, leavee 
 it wife and small faniily. 
 Ivj 30.— Mr. Barton, sen., of Stratford, a very aged and respectable man. "'f 
 
 31.- -Robert Crawford, farmer, Saltfleet. 
 ^ ^^32.-- Wi^.Sj^urdy, Loudon,, in employ of Robert Walker, mei^hont 
 
 tailor. '.■•■-"' 7" "';•;■',",'";■,■;; •.,-•,- 
 
 ' 3?r— Hugh McSIbjf, merchant, St. Catharines. 
 
 io; 34.— Rev. Dr. Heise, German Minister, (Church of England,) Hamilton. ' 
 : < , 3 j.T- Joseph Harkness, Toronto, late Band master of the Rifles ; more re- 
 ce,|itly Quartermaster in the same corps. 
 
 36.— Charles Brown, merchant. Gait. 
 
 37.— Mr. Kendall, [ticket agent for ''Toronto Omnibus line,"] formerly 
 printer of Rochestori ^ 
 
 . n ,.;i@.^Dian^ McFiggon, servant of Mr. Irving, Solicitor^ G. W. B. . 
 
 ■tripl 
 wbicl 
 Bowj 
 
 His 
 
 gpinl 
 
 .a" 
 
 n 'i 
 
t behind at 
 tnorniog on 
 roumatancea 
 
 »i 
 e Oorontr'ii 
 
 of Melliih, 
 
 •'uiuid.iivnal 
 •■' .*''/ Um 
 
 ■•i-^si-i mil 
 ►'•/) 'jsii 
 
 >e, Lindsay 
 
 w.n. 
 
 uroh, Ham- 
 
 Managing 
 ilton, aged 
 
 • {>:- !.. ,4 
 
 ton. 
 
 0. Ferrie, 
 
 bowling's 
 m, leaves 
 man. 
 )[iefchant 
 
 nilton. 
 morere- 
 
 bnnerly 
 
 V '89. — Mm Stevenson, wife of P. S. Stevenson, Esq., oommission merchant, 
 Hamilton, daugliter of Sberitt' Thomas. n;»;y'jn/j fv.i ccri-.i! 'ini 
 
 40— Ati old man. name unknown, drab overcoat, bine vert, red comforter, 
 striped woollen mittenH. In hbpocket u bag of stiver, uIho rome paper?*, among 
 which was a note drawn by J. Maxwell in favor of Thomos Brown, and dated 
 Bowmanvillc. 
 
 41.— John Morley, Tigroid, one of the best plough malcers in Clanada.— 
 His body was claimed by his fricndt^. 
 
 42. — A young girl, named Ellen Devine^ from below Port NVUon ; was 
 gpingon a visit to her brptbor near Hamiltop.. 
 
 '43. — Mary Devine, sister of the above. ' ' . ' Ka,ftf 
 
 15^,^44.— G. S. Sloan, merchant, CaLsterville. 
 K^,. 45. — David Curti.s. Jr^, of Ingersoll, (whoa^ fi^ther was seriously injured). 
 
 ^^'46.— Darius Witter, of Markhain. ..;..;■.. . '.; 
 
 " 47.— J. Brudfield, Clifton, farmer & flour merchant, retariiinjaj with hiii wife 
 from a visit to Dr. Cadwell, the Toronto occulist, who identifled them. 
 
 48.— Mrs. Bradfleld, wife of the above. The bodies were taken away by 
 
 relatives. _,^ .■ ., xr i^.^'^'J^^*-' wsbnojojr.xixir. .•:.j*i«iT.'»M;if. ir 
 
 49.— James Forbes, of Nelson. .. „, ^^,^^^n 
 
 60.— Colin Campbell, ofCampblcvillo. ' m.'. ,^,;. L, 
 
 61. — George Ellard, of Albion, Massachusietfs. 
 ' 62.— G. McDennee, (rfuppoijed) a young man aged 25. bible with nnme In, 
 but no residence. Papers and letters dated ShaunouviUe. A miniature of 
 male and female, and portmonnaic, with some money, were also found. 
 
 63.— Hugh McEvoy, of Walpole. 
 ■' n ,. 54.— llalph Wade, Esq., of Cobourg. Mr. Wade was extensively en- 
 gagieid in the breeding and importing of improved stock, and was well known 
 to the leading agriculturists of the Province,. 
 
 65. — Mary Jane Davis, of Toronto. ^ ,', ;,.;.. . ,}„, ., .,' -j^h,) 
 
 'Hl3 66.-r-George Knight, of Windsor, the fireman of the locJombtivo, r 
 
 !:>i^« 5 '!> .''M'i\ ^-U 
 
 •SI' 
 
 
 \(i 'f, 57-58. — Mrs. Howden :^nd infant child, of Weston^ 
 .^jy, 69. — Sir. Farr, contractor, Hamilton. :?- 
 
 LIST OF THE INJURED. 
 
 ».< , Mr. Thomas C. Street, of Niagara Falls, the eminent capitalist, and 
 formerly M. P. for the county of Welland, has his collar-bone fractured, and 
 also some injury in his right arm. At last accounts he was doing well. Mr. 
 Street could give no account of the accident; he knew nothing till he was 
 taken from the ruins. 
 
 Dr. Macklem, of Chippawa, escaped with some cuts and a bruise in the 
 abdomen. Drs. Bethune and Frazer were both in attendance on this 
 gentleman. He is slowly recovering. 'uj 
 
 "' ' Mr. Woods, of Woodstock, had his arm broken. 
 
 Capt. A. McBride, of Port Burwell, escaped with some ii^juries on the 
 
 head. > .jL ivAc: -^ .i"iL V> iniwtw ' ■ 
 
 Mr. Barton, jr., of Stratford, is much injured about the head. 
 H. M. Yerington, of, Port Stanley, received a contusion OA the head; 
 not seriously injured. V > , '• t r 
 
 John R. Clare, merohaht, b'f Hamilton, received some severe cuts about 
 the head, but not dangerously injured. 
 
 ' Mr. R. L. Hamlin, of Newcastle, C. W., not much hurt. He was in the 
 last car. He says he felt the first shaking of the train, ^nd then a shock, 
 which must have been at the time when the engine went through the bridge. 
 He saw the car losing its horizontal position, and was pitehed head-foremost 
 to the bottom. He was the first rescued. He describes the agony of the 
 ■oene as intense. His clothes were completely covered with blood, n ^auA 
 
 .•5 
 
 fm^. 
 
if' 
 
 
 si 
 
 .'I 
 
 -ii 
 
 1 
 
 Ai^ 
 
 .<<•• John Brennan had a sli^t wound on the faoe and bniisQ oh thli chest. 
 
 Michael Brennan had an extensive wound on the sealpahdii^uriesabditt 
 the ohest. . .;, i/i 
 
 Elizabeth Brennan had only a slight bruise on the head: ' ■ V n •; f/ir'^t 
 1>$^- Oeorge Havill, bar-keeper at the City Bowling Saloon, bruised abouttlre 
 chest and hips. 
 
 W.U.Marshall, of Woodstock, was severely though not daneerously 
 wounded. He was one of the first rescued, and was immediately r^move^to 
 the residence of his brother-in-law, Mr. J. W. Frsimpton, Queen l^treet. 
 
 Edward McFeely, passenger from Toronto to Buffiilo, 'was slightiy in- 
 jured. 
 
 C. Foster, passenger from Toronto to Susjienslpn Bridge slightly iigured. 
 
 John Henderson, passenger from Toronto to Ne'w York, slightly iigured. 
 ^', , . Jas. Barnes, passenger from Waterdotvn to Hatuilton, Collar-bone broken. 
 
 Ferdinand Baigner, passenger from Toronto to Buffalo, slightly injured. 
 
 \'~^\im&.mM^ >v;-:,/ s^jtiod THE ESCAPED. 7/ ,bl xmrui .^xM— .ai^ - 
 
 Mr. Muir, Traffic Superintendent Great Western Railroad, had a mo^t 
 miraculous escape. He was on the last scat of the last car reading, when 
 he was startled by the unusual motion of the train. Starting up and rushing 
 to the door, he perceived what was the matter, andjumpedoff at the very 
 moment the cat \,as being precipitated in the yawning gulph beneath. In- 
 deed the platform ot the car was on a level with the severed timber of the 
 bridge. With a powerful effort Mr. Muir leaped to a place of safety. 
 
 Richard F. Jessup, travelling Auditor of the Great Western Railway 
 Company, was in the last car when the accident odCurred. After passing the 
 switch he felT an unusual motion which induced him to look out. lite had 
 barely time to leap from the platform to a place of safety, When tho traiia 
 took the fatal plunge. 
 
 Two railway men, Mr. Reed, of Suspension Bridge, formerly of the 
 Northern Railroad, and Mr. Hill, of Toronto, and Mr. Barrett, Conductor of 
 the train, were standing on the platform of the front ctki, and jumped off with- 
 out injury. ITI 
 
 Mr. Richardson, one of the Conductors of the Railway, but not then on 
 duty, was asleep in the baggage car when the accident took place, and was 
 conscious of nothing until he found himself lying on the ice almost unhurt. 
 
 Mr. M'Cuiiough, printer of the Guardian office, escaped with slight cuts 
 on the head. 
 
 Owen Doyle, a resident of Dunbarton, Pickering, escaped from the finit 
 car through the window. 
 
 Two children of his brother Timothy Doyle, one a girl of eight ydats. 
 also got out of the car in what appears a miraculous manner. - 
 
 An Irishwoman who had two fingers broken, name unknown, was able 
 to w«lk off immediately after the accident. 
 
 Statement of Mr, John K. Clare. ..ha&d 
 
 Mr. Clare, merchant of Hamilton, who was in the first passenger car, 
 ' inhAe the following statement to the Reporter of the Speciatdr ': — 
 
 He says it is impossible the train can have been off the track, for it went 
 smoothly until just at the bridge, when he felt a jerk and heard a whistle. — 
 Hardly an instant afterwards a second jerk was felt, which was wh^ti ,the ear 
 was going over the precipice. The car turned upside down, as it fell, but he 
 
 ' cannot saypositively whether it turned pVer sideways, or m^de a (somersattit 
 in the direction of its length. He thinks the latter to have been the case. At 
 the bottom, he was for i^ome time in a bent and crouching position, almost sit- 
 
 - ting, on the inside of the roof of the car— the stove was hissing close behiitH 
 him, and keej^ng him down. He felt the water c<mie in and rise gradaally to 
 
 abiat 
 
 Bucce^ 
 car tc 
 aM.Pl 
 spptil 
 
 foandl 
 lei^vel 
 
 ofJic 
 
 .up-. 
 
e oft th« chest, 
 i usuries ttbiHit 
 
 t\- 
 
 •*>J- 
 
 tised about <Ui« 
 
 M dftnc^ously 
 ely r^teovedto 
 « iSkreet. 
 w sli^ay iM. 
 
 Kfatly itrfured. 
 ghtly injured, 
 •bone broken. 
 fhUy mured. 
 
 ; f »■ 
 
 ;*» 
 
 bad a most 
 eading, when 
 p and rushing 
 
 at the very 
 beneath. lu- 
 mber of the 
 'ety. 
 
 ern Railway 
 !r passing the 
 3Ut. He had 
 en tho trafii 
 
 lerly of the 
 Conductor of 
 iped off with- 
 
 not then on 
 ce, and was 
 nost unhurt. 
 ^ slight cuto 
 
 >m the firgt 
 
 Jight ydars. 
 
 i» was able 
 
 »engor car, 
 
 fer ftrWent 
 I. whittle.—- 
 betf the car 
 fell, but he 
 (somersatiit 
 5 case. At 
 almost sit- 
 ose behi^ 
 Bdually to 
 
 abiat Iflairip, whoi with an eObrt. he thre^r off the weight of the stove, and 
 succeeded with some difficulty in making his way from about the centre of the . 
 car to the window at the end. It was brokeo, and Mr. Clare thinks that if 
 ftj^y one got throngh it, it must have been before he did. He staid near the 
 sp6t for some time, although much injured thinkinghislitllrgirl might be soon 
 fotod- But at length he was persuaded by his friends, though reluctantly, to 
 lei^ve the spot. 
 
 The Buffalo j&:^reM contains the following repoi^t Qf the narrow escapet: 
 d'Sllessrs. Smith, Reed and Yerrington :— i,.,f. - k?'? ..ni^sT?. , tti-- Vv ,^ 
 
 f f^^jor: -»i- rrt in; I Statement of Mr. John J. Smith. ' ^•' -'.or js- r> JOn I>ih 
 
 Saturday morning, called on Mr. John J. Smith, of Livonia, Wayne Co.. 
 Miobie»n, who is at the Anglo American ; found him able to sit up though 
 very lame, his right ankle bruised and his chest ; with a cut on his head. — 
 At the time of the accident he was sitting in the front part of the hind car, 
 the third seat from the door opposite the stove, that being on the right side 
 fronting this way. Just a second before going down, heard a whistle and a 
 noise in front of the train. The car felt as if it was off the track by the jolt- 
 ing, and seeing passengers jumping hastily up, followed suit, going to the 
 rear of tljie car, when feeling it going from under him, he clasped one of the 
 hooks, and thinks he thereby saved 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 
 under water, having swallowed a large quantity. He was enabled by mov- 
 ing his head partly to ene side to keep his month above water and breathe, 
 being unable to move, on account of bodies on his feet. He ffelt a man's head 
 nea? him when in the water, who appeared to be deald. He describes the cries 
 and groans as heart-rending in the extreme. On being carried to the hotel, 
 hfe wAft 80 chilled from b^ihg in the icy water that it was a long time before 
 he eould be made comfortable. 
 
 Statement of Mr. W. W. Reed. -^ -^^e^f hosum^H 
 
 Mr. Reed, who is a relative of C. M. Reed j of Erie, was sitting in the' 
 fourth seat from the door of the last car. Fonr persons sitting as follows :-«> - 
 Mr* Yerrington, on the fiiist seat, left side , Mr. Zimmerman next. Mr. Farr • 
 third, Mr. Reed occupying the fourth. Thinks they were going six or eight 
 miles an hour, and had been going at that slow rate for half a mile or more. 
 Mr. R. was reading, a newspaper at the time : heard one whistle for down 
 breaks, when he felt a thumping of the car and knew it was off the track, but' 
 from' the rate they were going knew they could not go far, and sat still brac- 
 ing himself in his seat As he felt the car plunge over he braced back, and 
 the seats which were all torn from their fastenings came against him, and the 
 seat back, forming a kidd of cradle as he expresses it, all going to the bottom 
 t^tgetherw The last be saw of Mr. Zimmerman and Mr. Farr they were hurry- 
 ing to the rear to get out, and he thinks must have beeu thrown the whole ' 
 length of the car. It is probable if they had kept their seats as Mr. R. and' 
 Yerrington did, they would still be alive. While under the rnbbisb, after; 
 getting his breath, began to feel his limbs, and found that he could move them 
 all only in a very contracted manner, and was congratulating himself that he; 
 was well out of it ; as ho heard persons walking over him, called to them, but 
 found, after repeated efforts that he could not make them bear. The most 
 total darkness prevailed ; he could not see even the first ray of light ; when 
 he felt hot steam comiug against his head, and hearing a woman crying bo- ' 
 low him that she was burning to death, for a few moments he says he ex- 
 perienced the most awful feelings, and gave himself up for lost, thinking the < 
 car would get on fire from the stove an I burn him to death. The horror of ' 
 that'few moments can scarcely be imagined. Fortunately, help came within' 
 about fiAeen minates, and he comes out nearly all right, receiving only oooi 
 

 I 
 
 •I 
 
 '.) 
 
 \ 
 
 ii 
 
 or two slight onts, and ezoepting a aoreness would feel pertBOtlj weU. H« 
 retaras home to-day,'.'-'- aicm rfri^ '-•n y^viyni-.* m % M*rtHiii.h *»<»;>* a•.'^^ i)9bs9S!4»»A 
 .^^ ';^: ,^ StdUmentof Ur. H. M. TernngUm'a. 7;]; ;^,'' ! 1 '' . 'I 
 
 Mr. Yerrington, who is from Port Stanley, wa8 repbrteS as 'severely '^ 
 wounded, but on visiting him this morning, we found him ready to go out, 
 the report having originated from his clothes being perfectly saturated with 
 blood when taken out. Mr. Y. was sitting at the front end of the last car with 
 his feet on the stove, next in front of Mr. Zfimmerman. Thinks thfey had 
 been running some way— half a mile or more — at about ten miles an 'hour ; 
 did not hear any whistle, which he thinks may be accounted for by the coise ; 
 felt the jolting of the cars as if it was off the track, for sixty feet, or a little 
 more than the length of the car. Not remembering the bridge, did not give 
 any concern to the noise, thinking at the worst they could not go far at thak 
 rate, before they would hold up. He had never been in a collision, but had 
 thought if he should ever be he would keep his seat ; the determintipn saved 
 his life probably. 
 
 The glass ic the cars broke, and he thinks some of the seats gave way be- 
 fore the car went over. Thinks that Messrs. Zmmerman and Farr were 
 thrown down first, and he was thrown over the stove on them, being in the 
 water and when taken out was a little out of his head, but came out all right ' 
 after s?ettlng warm, with the exception of a cut under the left ear, and a scalp - 
 wound ott the back of his head. • '. ^ ' 
 
 „■ , . , nr nr i ifSfft/r-. i'fij'WiCf .TJa*?/ 'I9f)0rj 
 
 Statement of Mr. Marahall. - ; 
 
 W. R. Marshall, of Woodstock, was one of the few fortunate persons who 
 were not killed by the late fearful accidei^. From his statement which ivp- 
 pears in the Spectator, we make the following extracts : — 
 
 ''There were no incidents of a striking nature ppitihe trip from Toronto to, 
 the junction with the main line near Hamilton. When within sight of the 
 Hamilton station, Mr. Beatty asked m»: *'what time it was ?" I looked at my 
 watch and told him it was a ''quarter to t." About this time the train began 
 to go slower. Nearly half a minute afterw.. ^'^s I perceived quite a consterna- 
 tion in the cars, passengers running to and fro, ^oparently much excited. Att 
 the same time, I felt a strange sensation as if ca>i?.ediiby something impeding 
 the motion of tlie train. It was not a shock, but at the same time every ono 
 seemed to think thac something was wrong. As I was not a\vare of the dan- 
 gerous character of the place we were approaching, I retained my seat, and 
 adrised others to do the same. A slight pause ensued, myself and those sitting '■ 
 with me, remaining still, but anxiously waiting the result, when with one Jerk - 
 we were precipitated into the yawning abyss below. While descending I re-; 
 tained perfect consciousness, and felt we were going down aome awful preci-*! 
 pice: not a voice was heard in the descent. On reaching the bottom there- 
 wus one general crash, after which I found myself in total darkness, hemmed 
 in on every side ; and crushed almost to suffocation by human bodies and bro- 
 ken seats. The blood oozed from my mouth, and it seemed as if every breath ' 
 I drew would be the last. The next few minutes were the most awful I ever' 
 witnessed ; oh, that it may never be my lot to experience the like again. Some 4 
 prayed, others called upon the saints, others swore fearful oaths, and all seem- > 
 ed writhing in the deepest agony. I can only liken the place to a slaughter 
 bouse. The blood streamed down over my face and clothes as if some hug« 
 beast had been 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 lesson does this shocking event teach those who habitually put off' 
 making their peace with God to some future day, or to a death bed. The wri- ' 
 ter of these few lines will consider himsiif amply repaid, if his description sue- 
 
I.' J 
 
 >*ly wall M§. 
 
 dy to go out, 
 saturated with 
 e last car with 
 inks th6v had 
 liles an 'hoar ; 
 r by the coise ; 
 eet, or a little 
 . did not give 
 ■' go far at thai 
 lision, but had 
 •mintlpn sated 
 
 5 gave way be- 
 nd Farr were 
 being in the 
 e out all right 
 ^r, and a etiBlp' 
 
 e persons who 
 nt which ap- 
 
 »m Toronto to 
 ' sight of the 
 looked at my 
 e train began 
 a consterna- 
 excited. At 
 ng imped log 
 Me ewery one 
 of the dan- 
 ay seat, and 
 those sitting 
 i^ith one jerk 
 lending I re- 
 awftil preci- 
 ottom there 
 Bs, hemmed 
 lies add bro- 
 very breath 
 iwf ul I ever 
 gain. Some 
 ad all seem- 
 ^ slaughter 
 some huge 
 ed 80 or 90 
 health and 
 le thinking ? 
 Ige. What 
 liyput off 
 Thewriw- 
 iptioQ rac- 
 
 I 
 
 I 
 
 fMdfin penaadlng <me finner to seek for reftige in Hnc who promised to be a 
 preaent help unto his people in every time of trial. We remained in the posi- 
 tion above described for about ten minutes, during which time I spoke to sev- 
 eral around me advising them to be patient and wait for help. The top of 
 the oar was then knocked in, giving us light and air,and enabling us to breathe 
 more freely. At this in tant, a crowbar or something of the kind from without 
 grazed my temple, and the blow was about to be repeated, when, by a sudden 
 effort ! grasped the instrument, and called upon the person to desist or he 
 would kill me. Immediately afterwards, a hand, (from the size, I should think 
 it was a woman's) was placed completely over my mouth, so as to nearly suf- 
 focate me. With great exertion I removed it, and shortly after, being relieved 
 firom the pressure above, I succeeded in dragging myself from the wreck and 
 reaching the edge of the canal, whence I was raised to the top by a chain fas- 
 tened under mj shonldera On arising there, i was carried to the switchman's 
 house, and received much kindness from the doctors in attendance, and also 
 f^om many of the Company's servants who were anxiously and actively ren- 
 dering every assistance in their power to the unfortuc%te sufferers." 
 
 THE SCENE AT THE BRIDGE, AND CLEARING OF THB'WRECK. 
 
 ■'\iii i The scene which was presented the instant after the terrific wreck had 
 been consummated, beggars all description. The locomotive with its brave 
 driver and fireman, completely submerged; two passenger cars, freighted with 
 precious souls, and a baggage-car, shattered in every conceivable form of des- 
 tructiota. But if this ruthless material destruction was appalling, how ter- 
 rific, how awful, was the crashing out of human life which attended it ! From 
 the splintered ruins of those cars arose cries and shrieks, groans and objur- 
 gations of unearthly intensity : while through their ruptured sides and floors 
 protruded the limbs and bodies of scores of the dead, wounded and dying, 
 who but a moment before were in the hey-day of happiness. Palsied for a 
 few moments, the bewildered survivors could only gaze helplessly upon the 
 horrors before them. A reaction ensued, and then each flew to the rescue, 
 impelled by a common instinct. Immediate assistance was had from the dif- 
 ferent shops, and persons engaged on the works at the Depot. All night, per- 
 severing efforts were made to extricate Ihe bodies from the wreck. Bafts 
 were formed on the ice, to enable the men with long poles and hooks to pro- 
 ceed with their mournful task in safety. All ntght, and all next day the 
 wreckers persevered in their humane efforts until all the bodies were re- 
 
 - moved, and the debris of the bridge and the cars was cleared. 
 
 DAY OF FASTING AND PRAYER. 
 
 * On Friday morning, the day after the accident, the City Council of 
 
 Hamilton was promptly convened by order of the Mayor, and the following 
 
 resolutions unanimously adopted : 
 
 Rbholtis, — ^Thftt the Council having received infbrtnatlon of the drendful accident 
 which has Jtwt happened on the G. W. R. R., in the vicinity of this city, offer their heart- 
 bit sympathy to the sufferers and friends of the deceased. 
 
 Rksolvbd,— That In humble submission to the Providence of Him, without whom not a 
 
 Xrrow fiiUeth to the ground, but whose inscrutable wisdom permitted this Cify to be vi- 
 d by a fearful calamity on the Great Western Railroad,, by which some of our most re- 
 spected friends and citizens have Iteen hurried into eternity, be it therefore resolved, that 
 th« inhabitants of this City be respectfully required to set apart Monday 16th of March, as a 
 day of humiliation; they are requested to cease from the ordinary occupations of the week, 
 and meet in their respective congregations on that day, and that proclamation of his Wor- 
 ship be issued to that effect. 
 
 In accordance with the above resolution, Monday was observed as a day 
 of humiliation and prayer. All kinds of business was suspended, and public 
 worship was held in the various Churdhes. On the evening of Monday one of 
 the largest religious meetings ever assembled in Ilamilton, was held in Knox's 
 Church, James Street, of which Rev. Dr. Irvine is Pastor. Ever^ pew was 
 
 ■•)-}Ui 
 
 iW 
 
 f»r*t. ,, i,i^."i"t«j[^ 
 
Il '■ 
 
 h 
 
 H 
 
 ^i^y ^■tit«a> AM H ^11^ flbVeiimlfj HeetaiMl to iiiMiffe «it%fy sotntMMam, 
 'irbtle mfthv fkoM w«re Ibatbed in teaii. It mm a tJnioti Pk«yer Mettlng, wid 
 jjf M itteiiaed by large numbers from the tarious eongregations In tbe «l^. 
 Before dismiflsing the meeting, at the suggestion of one of the deacons, Mr. 
 Inrine announced a collection ** for the purpose of erecting a monument to 
 Hev A. Booker, when the plates passed round, and nearly 6ne hundred dol- 
 Lirii were collected. It was announced that any partira who desired to oon- 
 vibute to this becoming and truly grateful object might hav6 an oppoitUBlty 
 of dolQg so by handing their donations to anj of the rollowihg ministeini, rft : 
 Revs. E. Ebbs, tf. Ormibtdn, W. Stephenson, Dr. Irvine, Dr. IiagUB, or E. B. 
 
 -^^ * THE FUNERAL OBSEQUIES. '*'i'^^''M^^ 
 
 The last, tk4 «Qd mournful duties to the dead wei'ejberirohiied on Subbaih 
 md Monday. The bodies of Bev. Mr. Booker, IVIr. Henderson, Mi^. f. S. 
 BtertDBon, Mr. Staart, and Mr. Bumfleld, were interred on Sunday, and thojse 
 of Captain Sutherland and Adam Ferrie, Jr., with cithers, on Monday. All 
 the funMmls were attended by an immense concourse of people. The city 
 was shrouded In saclccioth ; the bells of our Churches tolled the mournful re- 
 quiem of the slaughtered victims ; and our streets were crowded with long 
 nineral processions, slowly and silently following the dead to the place of lie- 
 {hilture. It seemed as if the entire city had turned out to express their sor- 
 row for the dead and their sympathy with the bereaved. The body of S. Zim- 
 merman was taken to Niagara Falls on Sunday, and buried on Monday, with 
 Masonic honors. Large numbers of leading men from various parts of the 
 Province and the United States were present, and the whole country in the 
 fMaMj appeared to have turned out en maese. It is estimated that upwards 
 often thousaiid persons were present. All seemed deeply a^cted by the loss 
 whldb has been sustained and desurous of paying the last tribute of respect to 
 wo vflparteda ^, •,,, ,4^*;^, i^mi^ixT ffv;^ 
 
 BIOGRAPHICAL SKETCHES. ,,,...,., 
 
 ' tASnTKL StUMCBMAir, OF OLirrON, KlAOABA FALLS, O. W. 
 
 .. . The late Samuel Zimmerman was bom in HnntingtoA County, Penn., 
 IB the year 1815, and spent his early years in that state. In 1842, he re- 
 moved to the Canadian Provihce, having no capit&l but his own energy aind 
 farsightedness. He said to some persons who enquired of him respecting his 
 oommenoement upon the line of enterprise which he has of late yeai^ ibltd^- 
 ed so successfully, that his only effects. When he arrived in Canada, Wisre a 
 gray horse and buggy. It might be supposed, as he bimself added, that he 
 possessed no more capital than he required for his immediate use. He was 
 then but 27 years of age. He located at Thorold, and his first undertaking 
 was the construction of 4 locks and an aqueduct on the Welland Canal, which 
 involved something like $100,000. Subsequently, he built, under contract, 
 129 miles of the Great Western Railway, ^e contract price for which, was 
 about $600,000. The building of the first Suspension Bridge at Niagara Fi&lls 
 and of the great railroad bridge at the same place, engaged his attention and 
 commanded his resources. He built the Cobourg & Peterboro', the Port Hope 
 And Lindsay, and the Erie and Ontario Railways in Canada. Mr. Zimmer- 
 man originated, and had just completed the preliminary- arrangements fbr 
 building a new road to the west, "nearly parallel with the Great Western, to 
 the south of that line, and on a shorter and better route. This work was to 
 obst some $10,000,000. It is doubted whether any man poiSeeees the ener- 
 gy And oitpiaoity to successfully assume a work which Providkmoe had: pre- 
 ireoted him from carrying forward. 
 
 Not long fiiiice, he had purchased a large property M Clifton, Niagara 
 Falls, Ahd iii the vicinity of the Suspension Bridge, including thb fine hotel 
 
 
u 
 
 known fMi tho *<Clifton Hoii8«," and his excellent taste and liberal ideas irero 
 illustrated in improving this fine estate, and adorning it artisticany. Fifty- 
 two acres on the cliff, 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 ia 
 laid out in gravelled widks, with shrubbery, forest trees and fountains. Ont 
 fountain vras constructed at a cost of $15,000. 
 
 These groves and shaded promenades are lighted during the summer 
 evwiiegs 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 
 tJie foliage of the surrounding trees. This dwelling is an unpretending man- 
 sion, but has always been the scone of generous hospitality, whila oooupied 
 by its princely owner, who has just been carried A:om it to his long home. 
 
 He had perfected the most extended and elaborate plans for Uie estab- 
 lishment 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 $176,000, were laid last year, and the work 
 was to be prosecuted immediately. His lodges, of which there are four, th« 
 conservatory, and tenements for his servants, are models of taste. His sta- 
 bles, completed last year, cost $48,000. From the terraces on the ground! 
 and the portico of his dwelling, a splendid view of the American Falls is ob- 
 tained. 
 
 The * 'Clifton House" is near by — one of tbe most complete and popular ho- 
 tels that any watering place can boast. This was owned hy 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 expen- 
 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 Zimmerman, on Lake Ontario, and 
 half owner of another boat, the Peerless — his 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 $8,000,000. 
 
 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. This lady bore him two sons, who are still living'-<-John, 
 ag«d 8 years, and Bichard, ag<!d 6. She died in Nov. 1854. On ^e 16t)| 
 December last, he was married to Miss Dunn of Three Rivara, C. S. Thf 
 decease was a man of limited education, but ho was endowad ifijt^ ^l^^uig 
 mental gifts. :;...>. ..,,/. ,,;'. ,i,,: 'd\,,.,i 
 
 The brothers, Martin and James, both younger than th« deceased, hftTS 
 beMi assodated with him here. They will succeed him in some of his enter- 
 prises. 
 
 -.;;;. -dUun ,. CAPTAIN SOTHERLAMD, OF HAMOmm. 
 
 Captain SutMflftnd was bom in 1805, in the island of Hoy, In ttie parlsb of 
 Wallsit Orkney, and went to sea at the age of 17, in the employ of the Eronour> 
 able Hudson's B»y Company tftnd had the honour of sailing with the Bj^ht Hott. 
 Sir John Franklin, to Hjudson's Bay. He subsequently went to the Baltic, to 
 QQll^Hd*^ {^orlugftl, i^pd the Brazils. He was for soine time mate of the Royal 
 WvUil^n. the first vessel that crossed the Atlantic wholly by steam. 
 
 Oo OAO pcGsnion he was wrecked off the coast of Prussia, and remained for 
 ■liteen hours 4(Al the wreok, with his collar bone broken. He settled in Canft^ 
 in the j^ear 1S31, and WM appointed captain of the steanter Queenston io jl^£ 
 St aftimREMd^ owiBuM m tho TrnvoUsr, Um St. GeocgjB, 0(^)00^, tti 
 
m 
 
 I 
 
 12 
 
 Eclipi?e, and Sovereign. In the year 1846 he built the steamer Magnet, in the 
 docks at Niagara, which proved herself the best that bad sailed on lake Ontap 
 rio. In January, 1837. he fitted out the Traveller at the command of the go* 
 vernmcnt to carry troops and stcres to Kingston and underwent great difBcul- 
 ties in fdlfilHng his duties. We understand that the late Captain was a ne> 
 
 £hew of James Sutherland, of Her Majesty's ship Pallas, who distinguished 
 imself in 1806 by cutting out the French Corvette La Tapageuse, off the coast 
 of France, for which gallant conduct he was presented with a splendid gold> 
 mounted sword, from the patriotic fund, at Lloyd's, London, and which is now 
 in the possession of the family here. 
 
 Capt. Sutherland is the last of three brothers, all ot whom met with a 
 watery grave. 
 
 To show the esteem in which the deceased was held by those who served < 
 under him, we may mention, that, in 1854, when he retired from the command 
 of the Magnet, the crew, some of whom had sailed with him for six or seven 
 years, presented him with a testimonial of their regard. 
 
 In January, 1847, he was presented by an English stockholder, of the 
 steamer Magnet, with a magnificent silver salver and other nine pieces. The 
 snlver bore the following inscription : — " This service was presented to Cap- 
 tain James Sutherland, of Hamilton, Canada Wpst, by George Berry Torr, in 
 acknowledgment of his services zealously and faithfully performed. '' 
 
 Captain Sutherland from his position as one of the oldest and most en- 
 terpr^zing of our steamboat Captains, was extensively known throughput the 
 Province, audit is not venturing too much when we say, that wherever he was 
 knoi9Pn, he was not only respected, he was loved. Frank, generous, manly, 
 open-hearted, always ready to sympathize with the unfortunate and relieve 
 the distressed, he was a fine sample of the British sailor, to which profession 
 be was bred, having been almost cradled on the stormy seas which surround 
 the home of his youth in the Northern part of his native land. The loss of 
 such a man is Itself a public calamity, for it leaves a gap in the social fabric 
 which is not easily filled up. It will be a long time indeed before the memo- 
 ry of Captain Sutherland is forgotten by the public of Canada. 
 
 Captain Sutherland leaves a widow, three sons and one daughter to mourn 
 his untimely loss. He was a kind husband and father, a friend to the poor, » 
 
 i\ >>1 
 
 ■iif 
 
 
 firm patriot, and an unwavering friend. Peace to his ashes. 
 
 TliiSll .»«■>] rc5f .T> t ^^^^ ^' HENDBKSON, OP HAMILTON. 
 
 iThe subjoined notice of Mr. J.Henderson, brother-in-law of C. J. Brydges, 
 Esq., managing Director of the Great Western Railway, is from the 
 Hamilton Spectator: 
 
 c Mr. Henderson, whose melancholy death by the late railway accident we 
 have already chronicled, was a native of Leicestershire, England. He was by 
 profession a telegraphic engineer. For some years previous to his departure 
 fVom his native country for Canada, he was principal assistant to Professor 
 Airey of Greenwich Observatory. 
 
 His scientific attainments — especially in astronomy and mathematics- 
 were of no ordinary character, and he had letters in his possession from the 
 most di!<tinguishf>d scientific men in England attesting the fact. As a further 
 p^oof of this, we may mention that shortly after his arrival in Canada he was 
 offered* by ProfeSfSOr Airey, the charge of the obse^^vatory in Australia, a po- 
 sition of great importance, and would have proved a lucrative one ; but Mr. 
 Henderson bad determined to push his fortune in Cai;lada, and cobseqtiently 
 declined it. He arrived here in the summer of 1854, hl&ving beeu previously 
 engaged to fill the office of chief clerk of the mechanical department of the 
 Great Western Railway — the duties of which place he discharged with greftt 
 ttbUiW up to the time of his resignation, which occurred in August last. 
 ' While in this position, his kind and amiable dlspotition won for him lim 
 
fagnet, in the 
 on lake Onta- 
 md of tbe go> 
 peat diflBcul- 
 in was a ne> 
 distioguished 
 , off the coast 
 pleodid gold- 
 which is now 
 
 1 met with a 
 
 B who served 
 the command 
 six or seven 
 
 older, of the 
 pieces. The 
 Qted to Gap- 
 srry Torr, ia 
 
 ind most en- 
 'oughput the 
 rever he was 
 rous, manly, 
 
 and relieve 
 ph profession 
 ich surround 
 
 The loss of 
 social fabric 
 e the memo- 
 
 :er to mourn 
 > the poor, a 
 
 ■'■a Mr 
 
 J. Brydges, 
 is from the 
 
 accident we 
 
 He was by 
 
 B departure 
 
 to Professor 
 
 (hematics — 
 tn from the 
 is a further 
 ada he was 
 iralla, apo- 
 e ; but Mr. 
 ibseqtiently 
 previously 
 nent of the 
 with great 
 last. 1 
 
 13 
 
 reftpect of all who had any intercourse with him ; by those under his charge 
 he was held in the highest estimation, and among the mechanics—with whom 
 his position frequently brought him in contact — he was an especial favorite, 
 and none but those who have seen, can describe the consternation and grief 
 which the news of his death produced amongst them. 
 
 On his resigning hii position in August last, the employees made it the 
 occasion of presenting him with a beautiful service of silver in token of their 
 regard for him. His object for leaving the company's employ was to become 
 the agent, in Canada, of the Cyclops Iron Works, which position he held at 
 the time of his death. 
 
 CHARLES BBOWM, OF QALT. ... ,\....v 
 
 The following brief reference to Mr. Charles Brown, of Gait, is from the 
 Toronto Olobe : 
 
 Among the sufferers in the late said tragedy, the circumstances attending 
 the decease of Mr. Charles Brown, merchant, of Gait, are striking and affect- 
 ing. Mr. Brown and an elder brother had come to Toronto to make prepara- 
 tions for tbe funeral of their aged faiher, whose remains were sent to Toronto 
 for interment, as the family bad long lived in the City, and were about to 
 make it tbe place of their permanent residence. Mr. Charles Brown arrived 
 in Toronto on the fatal Thursday, and on that day at one o'clock the remains 
 of his father were taken from the house of bis relative, Mr. P. Brown, Church- 
 street, to tbe Necropolis. About three o'clock he lefi his friend's house, al- 
 though earnestly entreated to remain for the night. His anxiety to rejoin his 
 sisters in Gait, who were mourning the loss of their father, was not to be over- 
 come. Providentially, his brother resolved to remain till next day, or both 
 wojld in all probability have lost their lives. Rumors reached their anxious 
 relatives in Gait early on Friday, and for some time they believed that both 
 brothers were gone. But '< one was taken and the other left. " He who was 
 tht}S suddenly removed was not unprepared, for his life was for many years 
 diETtinguished by the most ardent and unostentatious piety, accompanied by 
 tbe most amiable temper and disposition. His life was inde<>d " bid with 
 Christ in God, " and we doubt not when the sudden summons came, he receive 
 ed it with joy, and was at once welcomed to the society and enjoyment of the 
 blest, where bis heart had long been. At the early age of 32 was this young 
 Christian removed ? His remains were removed to Toronto on Monday, and 
 carried from the same house whence his venerable father had been taken four 
 days before, and deposited in the same vault. , >;,{ rnf!' 
 
 *' Blessed are the dead who die in the Lord ; yea, saith the spirit, they 
 re^t from their labour, and their wot ks do follow them." But we are not uf 
 that class who think that the death of the distinguished and eminent ought 
 alone to be recorded. There is one who has pas^ from amongst us, whose 
 death has brought as poignant sorrow to a generous family, as if the greo^test 
 in the land had fallen. Well may we exclaim, — v-J, 
 
 . : ' ' • • • ' ' » Leaves have their time to fiill, in «; jifja^rf 
 
 Mt'Siii'jy xiiVil Jij. And flowers to wither in the north wind's breath, i;.„i ' ' -X 
 
 '"j ,iiii'ir}:i<iii% And stars to fade— but all -, .! -, ■ 
 
 Thou hast all seasons for thine own, Death! ' "'•"'''*'•• - "Jv* 
 
 -a':tY:j«9l'>,ny,<ij;:"3h1& JOHN HOBLBT, OF THOEOLD. ,'.v,.j,/ ;,,,,, .T;;,nHfilT 
 'i^t 5/;^i^^^ ~,;^ .j>ifhv >■ (From the Thorold Gazette.) t*. -: ■ ;u-f^jj;-' r -J ^a 
 The deatb of odr fHend, Mr. John Morley, wilV be regretted by a large 
 number of people in the counties of Lincoln and Welland. It is a serious 
 loss to this village, where he resided for many years, and carried on extensive 
 business as a plough manufacturer. He was a shrewd business man, of 
 very temperate habits, and otherwise of unblemished moral character. He 
 left home on the 9th inst^ for the purpose of establishing agencies at Hamil- 
 ton, Toronto, and other plaeee for th« Mde of hie eelebrated ploaflia» ani 
 
u 
 
 I 
 
 I- 
 
 had first made arrangpments tot manofaoturing between $10,000 and $12,000 
 worth of ploughs before the beginning of May. He brought his plouffh to 
 such a state of perfection recently, that there can be no doubt it excels aU 
 other ploughs manufactured in this country. Mr. Morley was for some years 
 past a member of the council of Thorold, in which capacity he gained, not 
 only the esteem of his brother Councillors, but of the public at large. He 
 was bom in Gaitsgill, near Carlisle, in the County of Cumberland, England, 
 in which county his parents, two brothers and seven sisters at present reside. 
 Bis diird brother, George Morley, has resided with him in Thorold for some 
 time past, and being an excellent mechanic, will carry on the business at 
 heretofore. 
 
 Mr. Morley was 35 years of age, at the time of his decease. He has left 
 a widow and four children to lament his melancholy death. 
 
 i ., -. THOSUS BENSON, OF PORT HOPE. - - .,. . ..j 
 
 (From the Port Hope Guide.) 
 
 The body of the late Mr. Benson was committed to the earth on Tuesday. 
 The procession that followed the hearse to the grave was one of the largest - 
 if not the largest — that ever accompanied the remains of a citizen of Port 
 Hope to the house appointed for all living. At one o'clock every shop in 
 town was closed. There was not the least hesitation manifested by any to com- 
 ply with the expressed wish of the council, that no business be transacted from 
 one till four p. ra. Two o'clock was the hour appointed for the funeral. Be- 
 fore that time the sidewalks on both sides of Walton street were densely throngr 
 ed from Cavan street to Brown street. The va«t concourse consisted not alone 
 of the residents of Port Hope. We noticed many persons from Gobourg, and^ 
 the townships north and east and west of the town. A feeliog of deep solemn- 
 Hj pervaded the multitude — each man spoke in bated breath. Mr. Benson 
 was one of the most public spirited and prominent citizens of Port Hope. Hit 
 death has created a void in our midst which will not be readily filled. Ma,oy 
 years ago he was in the mercantile business in this town, bat at the time of hit 
 death he was secretary and treasurer of the Port Hope, Lindsay, and Beaver- 
 ton Railway. 
 miiou' . , BAwa. WADE, or coBOUM. ,,,..;„ j,„^,.,i,j,;;,t;f,:. 
 
 Unlike any previous disaster, the effects of the late railway calamity havo 
 been TAt in every portion of our country. All Canada mourns. Our owo 
 Action has not been unscathed. Poor Ralph Wade is nu more. On Wednesday 
 last a crowd of brother farmers assembled at the homestead, mourning the Um 
 of one Whose enterprise has raised the agricultural reputation of our county and 
 the province. They met to perfbrm the last sad funeral rites and ofier their 
 sympathetic condolence to his afflicted family. Bat they were not alone. Mat 
 chanics and merchants, and members of the learned professions assembled ia 
 great numbers, to show their rei^Mctforthe deceased, uid do honor to his meur 
 ory. About two o'clock the mourufvl corttffe began to move. Among the pall 
 bearers were Sheriff Ruttan, Asa Burnhaai, Harris Burnham, Henry Jones, 
 Nathan Ghoat, T. MoMurty, and Alex. Alcorn Esquires. About 100 vehicles 
 and a considerable number of horsemen followed to the place of interment, St . 
 Peter's Church burying ground. 
 
 The numerous prizes which were won by our deceased friend sufficiently tes- 
 tify to his enterprise and skill. He obtained several prizes for grain at the 
 Worlds Fair io Paris. He was /Ik, large importer of impr^oved bi'eedsof eattle 
 aod sheep, and no animal, town^ip, county, or Provincial fair passed ovej; witl^- 
 out giving numeirous.prizes to Mr. Walde. Perhs^ts no agriculturist iu the 
 Provdttoe hiui won mwe laurels, and certaiiUy none ever bore themi with ft 
 more pl<ua and tt«as8umiag demeanour. Of mild and unobtrusive mannoinv 
 he lAteii&E«d Qot with Mm aSura of others, but quietlv {Musued ti»e ^xmi^ 
 M« oC Jlift^mijp;. 4i|. ik.eomcqjQ0Bfi«, m enemim wert f«v f^ hd frifiids nif 
 
 
and $12,000 
 his plouffh to 
 >t it exoels all 
 sr some years 
 ) gained, not 
 at large. He 
 nd, England, 
 resent reside, 
 rold for some 
 ) businesa at 
 
 He has left 
 
 *v> . 
 
 ..MO^il/. 
 
 t on taesdaj. 
 the liargest ^ 
 izen of Port 
 'ery shop in 
 ^ any to com- 
 Dsacted from 
 uueral. Ber 
 isely throngr 
 t€d not alone 
 iobourg, and 
 Idep solemn- 
 Mr. Benson 
 ' Hope. His 
 lied. Many 
 e time of his 
 and Beaver- 
 
 '*■•*.• r»<'^' 
 
 lamity have 
 • Our own 
 Wednesday 
 tog the loss 
 county aod 
 lQft»>their 
 ilooe. Ua* 
 eerabled la 
 10 hismtur 
 ng the pall 
 nry Jones, 
 )0 vehicles 
 Tment, St. 
 
 siently tes- 
 rain at the 
 Is of cattle 
 ove;:wijL^- 
 rist in the 
 im wUh a 
 mann«jn» 
 
 rifttdaniih 
 
 I 
 
 "if 
 
 t>e to hll afihesf Hto fs gone, buthft name, tuModrnted ^th the agrionltnTkl 
 pro^rity of bar ctniflty and country, will long live after hhn. 
 
 .— . . ;,j. 
 
 BXV. DB. HSISK, OP BAMILTOK. 
 
 Respectiag this very worthy gentleman, who was one of the victims of 
 Iktft late accident, Rev. John Butler of this city, famishes the following brief 
 
 My acqaaintance with the late Riv. Doctor Hkisb, commenced in 
 tUs country, about three years ago. Of his previous history I am almost en- 
 tirely ignorant. He has told me that he emigrated from Germany, about eight 
 or Bine years since, to the United States, where he romained until 1854. 
 
 He was introduced to me as a teacher of Qerman, which language I stu- 
 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. Hid manner was unpretending, 
 simple and humble. He made many visits among the poor, as he used to call 
 it, **per pedes Apoatolonim" 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 t>f Jena. He has left an aged 
 motlier in Germany, who was dependent on him for support ; and for whom, 
 if any should wish to Subscribe I shall be happy to be the medium of com- 
 monication. — John Bvtlxb. 
 
 ,.-■.. :■'. .o S5c.;,i». MB. AND JIBS. BtlSSELL, 6t bfeAKTFOBD.' "', '':'Xl.mi^!^ 
 
 (From the Christian Messengw.) 
 
 The deeply affecting results of the late railroad catastrophe, do not ap- 
 pdttr in a more heart-moving form as regards tiie family desolations and be- 
 reareiAents caused thereby, than in the death of the two individuals men- 
 tioned above. They Were in the very prime of life ; had a yotmg family of 
 five dear iihildren, the eldest under nine years of age ; tbey were most happi- 
 ly united in conjugal affection ; had passed through 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 ; 
 ev6r;jrthitrK to haitian -neir seemed to be brtght and cheering, promising years 
 oir Ti&c^lx!^& and d6iightful enjoymcttit, When in a ffew lihort moments they 
 ^6rb'hVtt41ed iawBy along with many other dear 'ftllow-dreatures, from every- 
 QiJitg eaWihly and all the endearments of life, by one dread crash of death. 
 
 JCSN KtrsGrELL, the husband, was a native of Ir^nd, and was bom in 
 the patidh of Maghargell, in the county of Antrim, in the year 1822, where 
 his futher, James Russell, then resided. He came to Canada when a boy 
 along with his father's femily, who settled in the township of Esqnesing. — 
 When grown to be a young man,he left his fhther's house and came to live at 
 Paris on the Gttind River, along with a youthM associate, Who now resides 
 at Owen Sound. Not long afterwards he came to live at Brantford, where 
 hte had his home to the time of his death The deceased was always outward- 
 ly a friend to religion, of sober, steady and industrious habits, and attended 
 li^egtilarly the house of God. But he neglected to seek the soul-saving and 
 vitaal power of the gospel to which he had long listened, whioh is indispensa- 
 bly r6^tfte hi orddr to bring dying men ixy the fsotstool of mercy bs humble 
 
•■ppUents to pl«ad in » right manner, witli eamett ories for pardon tad ao- 
 oeptanco with Qod through the precious blood of the Great Redeemer. Ood, 
 who is ricn in mercy, did not leave him, however, to perish in a state of nn* 
 decided formalism, and under the decent guise of mere outward morality. Da- 
 ring the gracious revival of religion, which took place in this town a year 
 ago, John Russell, amongst many others, was led to experience a deep reli. 
 gious concern, and was taught to know that he was a vile sinner in the sight 
 of God, and would inevitably perish if he did not "flee from the wrath to 
 come." 
 
 Not long after this he joined the Congregational Charch. became a use- 
 fill and active member of the same, took the lead of worship in his family, 
 which had previously been lefb to bis partner in life, and walked befort the 
 world as a ploue servant of God, 
 
 
 "Not ashamed to own his Lord, 
 Or to maintain his cause." 
 
 / '« 
 
 
 In his case we see how indescribably momentous this closing in with the 
 overtures of mercy is to a dying man. A few more fleeting months spent in 
 trifling with the affairs of salvation, and what would have been hisfkte and 
 doom when he was precipitated into the chasm of death in a moment, and his 
 soul called into eternity in such an awful sudden manner. '' Blessed are the 
 dead which die in the Lord. Yea. saith the Spirit, for they rest from their la- 
 borp. " ; ' - , 
 
 Ann Russell, the loving wife and dear mother, whose spirit was called 
 away from earth the same moment with that of her beloved husband, and by 
 the same sad occurrence, was born in the city of London, England, in the 
 vear 1827, and came to this country when she was very young along with 
 her father's (amily, James Hearne, who hati long resided in the village of 
 Burford, now called Glaremont, in the county of Brant. Ann Russell was a 
 child of early convictions and prayer, and was often known to be deeply 
 concerned for the salvation of her soul when yer quite young. Some time 
 after her marriage, Mrs. Russell united with the Congregational Church, and 
 filled her place as all church members ought to do — with punctual regular- 
 ity. Years had rolled away, her husband had been brought to a saving 
 knowledge of the truth, the sun of temporal prosperity had begun clearly to 
 ■bine on every earthly concern, when lo ! with the celerity of a passing mo- 
 ment she was called to meet death in the coM waters of the fatal canal, leav- 
 ing children, and all earthly things for ever behind her. 
 
 
 EBV. ALVBKD BOOKBR, OF HAMILTON. 
 
 •'I'.'l .•!! .7r'>j,i^fi.;-i 
 
 Rbv. Alvrvd Boorbb, Pastor of the Park street Baptist Church, Hamil- 
 ton, was born at Nottingham, England, in the year 1800. He was converted 
 in the year 1820, at the chapel of Ease, St. Mary's, Nottingham, and was or- 
 dcined Pastor of the Baptist Church, at Paradise Place, a few years after.— 
 He had charge of that church until his removal to Canada, which took place 
 in the year 1842. After remaining in Montreal about 8 months, he removed 
 to Hamilton in the 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, and for several years in 
 Canada he received no remuneration for his services, depending for his sup- 
 port upon his own private means. 
 
 Among those who lost their lives by the recent awful catastrophe at the 
 Desjardin Canal, none will be more missed than the subject of this brief 
 sketch. In addition to his city charge, he had a congregation at Wellington 
 Square, whom he supplied on a week day. Since the opening of the Toronto 
 Railroad he had availed himself of it as a mode of conveyance going down 
 
 j&'di'e 
 
 ftoih.a 
 
 A 
 
 great f 
 
 pftdffk 
 
 an act 
 
 Of the 
 
 wcl^ai 
 
 known 
 
 or wl^< 
 
 Hislai 
 
 remov 
 
 more 
 
 anxiel 
 
 myste 
 
 iraly 
 
 to W 
 
 I 
 I 
 
>ftrdon and t«> 
 leemer. Ood, 
 a state of un* 
 morality. Du- 
 8 town a year 
 oe a deep reli. 
 er in the sight 
 I the wrath to 
 
 became a use- 
 in his family, 
 ced before the 
 
 g in with the 
 >ntbs spent in 
 n hisfkte and 
 ment, and his 
 lessed are the 
 from their la- 
 it was oalied 
 ibaod, and by 
 gland, in tho 
 g along with 
 he village of 
 Russell was a 
 to be deeply 
 Some time 
 1 Church, and 
 stual regular- 
 to a saving 
 nn clearly to 
 • passing mo- 
 pai^al, leav- 
 
 irch, Harail- 
 ts converted 
 and was or- 
 lars after. — 
 1 took place 
 he removed 
 er in organ- 
 il his death. 
 il years in 
 for his sup- 
 
 >phe at the 
 'this brief 
 Wellington 
 be Toronto 
 oing down 
 
 IT 
 
 %Wt ^r^^<j& 'aiiH r«^^ng In the evenh|^— and Itwatl^te MttlM0l|| 
 flroiii a visit to Uiat place that this terrible calamitv bcctirt^d. 
 ;_ As a dbristtan and a cbrintlan minltit^r be iras highly krid detf^iYMlf <^ 
 ^fimed y^y all who had the nrivile.cre of his hCquaintarUrc. His death will •h&^ 
 great and sore lo^, not oplfy to hiia o>^o church and congr^gA'tioU, wIVOTfl'TO 
 ^d faithfully served for many years, but to the publtc g^nofally. as, hc'td6k 
 an active aind prominent part in all the great moral and b^hevol^t TiMiA6tna[it^ 
 pf the day. From an intln^^te acquaintance with him for iiett^l fearf^idt 
 
 J'9 Jl^ad formed a higti csttmute or his irdllgious and ti^orativor'th. Wf> taui 
 nown but few men as sincerely and eai'Destly devoted to hl^ 'illarttct'!} WorV, 
 or WQo manifested the saihe interest in the progress of ci^ang^Hdal rilV^iOfi. 
 ^is last pulpit labors on the Sabbath ptrovtous to his sudden and mytiferldm 
 removal^. to anotlier woi'I.d, were characterized, we have b<»«fn itjfhrrafed by a 
 more than ordinary degree of earifcnhesss and fotvor, of df}ep and heartreflt 
 anxiety for the salvation or his people. But it has pleased GM, ih a ni6ilt 
 mysterious manner, to remove htm from amongpt ns ; ^ud of Mm it may \k 
 truly said, he " res^sfrom his labors, and his works ^o fotlow him." 
 
 -•-•-♦- 
 
 <» J.r.ilJ Ol«MU ■*'/>£ 
 
 THE COBONEB'S INQUEST, lo n^^^f o.nv.-) «r;i 
 
 nn,<:.-A 'J r 
 
 'IJf V/u.! 
 
 ^^"bm- .Iu*^''V^;, ^' t)ty.-Fndaf, March 13M, 1857.- ... . 
 J , Q^ Fri^y, the 13th of March, after the Coroners— ^H. % fetfV!,' fisi^., «nd 
 Pr. Bpsebrugh— had completed their preliminary labors lu examining and 
 .^^eMIjying the bodieEi, they procefedod to the Board Ilpom of the QWat wfeil- 
 tern Railway, where the fdllow|ng gentlemen were swoi'n in on the'Jirry : ' 
 
 Jaioes Osborne, Jos. Lister, John Moore, John Galbraith, LevlBecmih, 
 iloherl ^'ij, Jesse Nlckerson, Thouifts B. Harrii, Rdbert OWkft-be,' Wfti.' 'A. 
 % tor, Alex. HamiUon„ Lewis R. Obtbey, Chas. Magilf, Jatoes MbrntyM, 
 Horfttjd, Cafe, James Camming?'. 
 
 James Mc^tyr'e wa^ then elected foreman, aud the 7tiry were dtreeted to 
 ihgrfpe how Dodald Stukrt and matiy others came to their Ufeath. ^cy Nnn 
 pi^bCMde^ 
 
 ]'■ 
 
 pi'bbecdbd to View the various bodies, and ittihiediately afterwards ad^oomcid 
 l!l two o'clock on Saturday, 
 
 'Second Pai/.---Saii)fda^^Marth 11. ' ' '''' 
 
 The jury met at the Court House, at 2 o'clock P. M. f Corpnei;s 
 ^ull and Jones, presiding. A great number of gentlemen were in attetidanlie. 
 'Mr. Stephen Richards, barrister, attended to watch the Inquest, on boh^f 
 •^ the Crown. His Honor Mayor Moore was likewise present, as were Thos. 
 C. Keefer and J. F. Clarke, Esqs., civil enginrers. . 
 
 RiCHAtiD F. Jkssup sworn. — I am Travelling Auditor to the Great Weet- 
 ■«m Railway Company, and have been in the Company's. employ since A,»gu6t, 
 )1854. I was on the tmin when the accideot occurred. I was on the la-st ca^ 
 *ofi thb train. After wo, passed the switch, I felt an unusual.motiop, which in- 
 duced, me to look put and see what wa9 the matter. I ^y/ the conductor cf'iilie 
 outof the other car, and he seemed to be endeavorini; to get the coh'hefcito'n 
 joint out, but as as he could not succeed, he leaped ojff. I leaped ptt" as the 
 tcar went over. The lifct truck of the hindmost car was left iph the Ir&ck ; 
 that car was held suspended for hall a n)omcnt or so by the riri^rbolt. Ther.e 
 ,,wa^np cry. no^ any signal before the engine got on to thebvldjje ;. di^hftbtsay 
 rwhat Was the cause ,of the accid<!nt, but think thiijtthc Ibcbmotive wHs n6t ot 
 „uie track before ii reached the bridge. A brakchian ^s on th$ bind plat- 
 r^nn., : . 
 
 "Tu answer toMr.Jtoes Osbotnfe— There was no bftmpirtg'tifwiftel^. I 
 think I should have kiiown if the loconioilveor cars had been off the track.— 
 Thikt4 ii'otild have beeti i jefking feeling «xpef lenCcd. Have beela bu it train 
 %hed li ^ off the trtl6k, ahd ^It no »dch ebnsatidn t«9w as then. Felt lio 
 
II 
 
 I i 
 
 
 It 
 
 till Ui« engine mtiit iMt^e been on the bridge. Heard the tlmbere tf 
 the'bridfce oraehlng before I got up. Don't know bo*.7 the oars wete bent, bat 
 obeerved that the raile were upread out, or bent. The ipecd, I imagine, would 
 be from 5 to 8 miles an hour. I think a roan cjuld get on at that speed.— 
 Tbeiwitcbman was at his poet when I got off. ll^cforp coming to the ■witch, 
 the usual signals were given, but beard no signal ait&rwards. 
 
 To Mr. Case— M;^ opinion is, that the engine did not get off the track till 
 It had reached the bridge. 
 
 To Mr. Richardi) — 1 he baggage car was towards the bay ; saw two men 
 crawl out of it while I looked nt it ; it lay nearly east and west, somewhat oIk 
 liquely. The passenger cars lav nearly crosswise ; could see a portion of the 
 flnit car. The last car was nearly perpendicular, resting on the top of the wall . 
 
 To the Coroner — Did not wait to examine much, but came to the city for 
 medical nssifitance ; jumpe4,oii a fartpe'r'^ waggon oil the road, after running 
 up the bank and crossing the fuspension bridge. Thinks that no portion of 
 the second car was in the water ; did not examine closely. 
 
 To Mr. Magill— Cannot account why one side of the bridge wa^ torn 
 away more than the other. "' ' '" 
 
 To Mr. Qwynne — I believe that I should have known had one wheel of 
 the engine been off the track. 
 
 Edwaud Levieh Tsworn,) — 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 the 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-^and side 
 when the train came up to the bridge. Noticed nothing wrong. Saw the 
 switchman with a green flag in his hand, 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 baggage close by the door. Heard the crashing of the bridge, 
 and saw the engine-driver hold up both bands ; with that I leaped out, and 
 lighted on the parapet of the bridge. Had just tiine to leap out and save 
 myself. 
 
 In answer to Mr. James Roy — Was going at the usual low rate of speed. 
 
 To the Coroner — Saw the 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 bning off the track. Felt no jolt- 
 ing. Did not see the locomotive deviate from the track. Was looking at it, 
 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 n<it 
 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 Uie locomotive, but not the tender, was on the bridge when 
 it sank. Was not more than a foot from the edge of the wall when I jumped 
 off. The bridge was broken about a month since, by the breakingof an axle 
 of the locomotive, which broke up some 7 or 8 tics of the bridge. We changed 
 cars for a day or so there, until the bridge had been mended. 
 
 To Mr. Nicker9on — The marks on the ties where the bridge was broken 
 before, were between the rails. Saw^some fresh marks on Thursday laat 
 
 ..•.;^V 
 
ird tht tlnben tf 
 in W6t6 beat, bnt 
 I imagine, would 
 I at that Bpi>ed.— 
 'og to the iwitoh. 
 
 off the track till 
 
 . 
 
 , saw two men 
 wt, somewhat oiv 
 ) a portion of the 
 le top of the wall, 
 ne to the city for 
 ad, after runnfog 
 bat no portion of 
 
 bridge wa^ torn 
 
 md one wheel of 
 
 n the train when 
 ) engine and ten- 
 II the stations on 
 he baggage por- 
 » right-^and side 
 rrong. Si^W the 
 t "all is right— 
 rp signal to put 
 the bridge. Was 
 ig of the bridge, 
 leaped out« and 
 ip out and save 
 
 w rate of speed, 
 he last car were 
 dge ;^ it seemed 
 » engine was off 
 £. Felt no jolt- 
 is looking at it, 
 
 g of timbers 
 
 bled, the engine 
 8 thought there 
 ■iver would nc"t 
 the bridge. 
 ;e and the whis- 
 
 re the whole of 
 n by the fore- 
 lie bridge when 
 when I jumped 
 kingof anaxle 
 e. We changed 
 
 go was jbroken 
 Thursday but 
 
 I 
 
 
 1» 
 
 Tha marks on the ties must have been ocoasionad by the breaking of lomt 
 portion of the locomotive. 
 
 TU03US Tkidutk. — Am switch-man and brakesman at the Deijardln's 
 Janotion ; was on duty when this accident occurred. When the signal was 
 given, I opened the switch. The train came on. David Grombie, anothe- 
 Bwitcbmao, had got one toot on the steps, but did not get on as he observed 
 the locomotive going down. He had goue about the length of a passenger car 
 before he jumped off. Suw Barrett and Mr. Muir iump off, and knew some- 
 thing was wrong. Could not sec the locomotive. When it passed me I did 
 not observe anything was wrong. Saw a man come out to jump, but he went 
 down with the cur. Just as Mr. Muir jumped thd hind car went over. The 
 bind truck remaiucd on the track. Heard uu cracking, xnd saw nothing wrong, 
 tin all went over. From the switch to the bridge is about 70 or 71 feet : have 
 been told so. It in usual to blow for " brakes on" '' brakes off again." Heard 
 one f>harp whistle afterwards for brakes on. Could not see the locomotive, but 
 should think that the whistle was given just as the locomotive got on the 
 bridge. No. 3 freight train had pusf «d down a little before, and in passing 
 over it afterwards, 1 had examined the bridge, atd found it all right. It was 
 my duty to examine It after any train passed over it. Wbeu I went to look 
 at the smash-up, liome one must have turned my switch on the main line. — 
 Near the telegraph office there was a bright mark, and further on a rail waa 
 bent, and the chair broken, as if the wheel had not been on the rail and then 
 a part ot the rail wa^ cut off and two connecting rods of the switch were broken, 
 as if the flange of tiie wheel had cut them through. One of the rode wai 
 dragged down the lioe. 
 
 To Mr. Richards,— I examined the bridge closely. Do so every time I go 
 on duty, and also after the postage of each train. Spent about fifteen minutes 
 each time. When the train came in, I was standing three feet west of the 
 •witch. Observed a jolting 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 
 hud passed me befure the shrill whistle sounded. Saw both sides of the bridge 
 after it passed me. Did not sec the locomotive or cars deviate from the track. 
 It was on the Toronto line where the marks of which 1 f^peak, were mode. — 
 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 of the switch. 
 
 To Mr. Gwynnc,— Cannot isay how long a time had elapsed after the 
 freight train had passed. I was then in the house, and Crombie was 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 
 is always right for the main Hue and we have no right to open it until a 
 Toronto train whistles. 1 am sure that the chain or chair was broken by that 
 |rain. It could not be turned if broken. 
 
 , David Cbo.mvi£, sworn — Am bridge-tender and switchman at the Deqar- 
 din's Canal. Was on duty on Thursday afternoon. Goes on duty at seven 
 o'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. 
 I looked forward, and saw that the bridge and the engine were falling dowo. 
 I called to out Mr. Muir and others to jump for their lives. Cannot say whether 
 the engine was entirely on the bridge when it commenced falling. The hind 
 truck was left on the rails. I think all the locomotive was o/er the bridge, 
 bat am n^t certain. The car was standing up against the wall and I went to 
 C«t a ropt to bt iat down into it, to rewae thoM uuide. I cxunined tht tnwk 
 
'I 
 
 1 
 
 I ( 
 
 I 
 
 
 SI 
 
 1^. Kfm^ ^\g)i%y.f^^^ Ipund tb»t tb.«i f;|iil Torojato vj^^ds of Ui« awitch wa? ben|t: 
 there was a mark on the rods and on the cnair in woicl^ the tail ifi set.' Toe 
 mar^ wafl Qn Xke middle ; it was of np consequence. Ode of the I'bds Was cab 
 Cig^t through. There were fresh marks on the ticsiipto the bridge, bdb^ipned. 
 I.bplieve, by one of the truck-wheels getting off the track. My Td^isaAfhr 
 tt^l^^iogsojs, that the same engine got damaged just atthesamespbt in'^Ttitie 
 UM> fto4 tbep the same ^ind of marks were made, and th6 Wheel 6amd w^fn 
 aJ^u^aga inch of the ad^eof the timber on which th6 k'aljl w^s fixed. ''AfiMt 
 time 1 the trflyu) get over ia saftity, a^d the brakes w^re not whistled d6wn tid 
 
 ii'gOtOVer. •:.::„ ', ''" ' .n.nw ./r^TM.un 
 
 To Mr. Robert Osborne.--Did uot ^e the Engine Driver whien the endn^ 
 
 wfint 4own, 
 
 !", To Mr. , Richards,— I wa8aboutl2 or Hyar^soff the bridge wheu']^ 
 mfoped. IPhe engice ai^d tender went down to^c^ther, ahd ma^t have been 'on 
 w^bridgje^it the, same moment. Tribute caihQ on duty about six ii!it)iutcy 
 h^one tl^p TiorontD train came. It was about ten minutes before that, tbiat th|9 
 ^^ight train passed* I followed the freight train, and examined the bridge. 
 iCv^ryjthiog appeared to be right until the locomotive got to the bridge. Do 
 Qot ^noiw whei^ier Tribute examined the bridge or uot. Two minnted were 
 siLHicit^nt to make the examination. Had no instructions to make a minut^ 
 wamiuyitibn. Tribute couid not have spent many minutes. It was a hetLvy 
 freight ti'.avQ of about fifteen or twenty cars, and drawn by a heavy Englisn 
 eng^e. There were marks made by a train in February, and othojrs fn June 
 lisp, as if t^e wheels had beeu off the track. When freight train ruribff, twelVe 
 or fourteen ties and the corner part were brokdn. None of the stringers were 
 i^ijured. Believe? no part of th«^ bridge, which was injured on t|hat pccawbii,' 
 hut was taken anay aod replaced by new work. The vessel which stru^ the 
 bridge I^st suipmer wUh her mast, made scarcely any observable mark oltf th^ 
 «i«.t side of the bridge. m .^ 
 
 The Inquest was adjourned about seven p. m., to meet ftgjain o$i Tji^i^^cll^f 
 at the MecUttuics' Institute at eleven o'clock ft. m. . \ ,, 
 
 •,:*.jhu u,;j lu ^-^i^'\i^^ Third Day.— Tuesday, March, 17. -J- « 
 
 
 iuq bud 
 
 T 
 
 Thfi Jury met at the City HaU, ftt 2 o'clock, P. Mj. ,, 
 
 Mf. Coroner Bull said as the wreck of the bridge had l>een tejkeo} 9Ut of 
 tha. water, he would suggest that before proceeding to take the eridenp^, 
 the Jurors would proceed. to the scene of the disaster, and view the tifnberB 
 of the bridge, which had been preserved. The Coroners and Jury tt^a;,pro* 
 deeded to the spot, with the uader^twdiug that they 'vtrould propee^ wji^ 
 tiM evidence on their return. 
 
 •^ - 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. 
 TYf^jn i'ost Office car ; was asleep. The first shock that I felt was thQ'l^HiM■ 
 
 «*^yiQg aWay, and the breaking ot timber, aild felt tfie ashes from the etov.e 
 ying, about me, aod the watijr rushing in. Was not acting as condifctot'. 
 .'VfhtJU the car fell down, X kicked the glass out of the window and got out, biit 
 ,^pJ4 render nq assistance, as my back was injured. After the excitertl^ 
 was somewhat ovor, I asked Orombie (the switchman) what was the cause of 
 ^H»j5 accident, be said it was a loose wheel or sprung axle. I got a lamp and 
 TVefli out and examined the track, near the switch, and from that I tracked 
 the ,>jifh?.el to the abutqaent of the bridge. My impression was that only oms 
 Mm "^^^^^^^ ^'^ ®^' I helleve that so long as the engine remaliied Oh this 
 |ri^|J(i% bridge was perfectly safe, but even dividing thfe Weight of the lobo^ 
 mwilVff that wbud have$u(pcleat fall \o break the timbers of th« bridj '' 
 "^y^i^ Q^ein % ^^lb(er» of the bridge, hut they are not noW'ii^ Wbbii the 
 
fitch vas bent; 
 Mlifset. ffij 
 B i*6as Was cut 
 ?e, bdc^i^ed. 
 My rc^fisofiJ ibf 
 kb 8p6t in JTttijo 
 tl 6aiae wtthrn 
 
 ftled down til* 
 
 iiiea the enefno 
 
 Mdge wj^en/lj 
 T. have Wen '6n( 
 t six niliiutey 
 that, th^it the 
 >d the bridge, 
 e bridge. Dd 
 minntes wefe 
 nake amiquti 
 • was a heaivy 
 Jeavy English 
 )thcr8 in June 
 runbflr, twelVe 
 stringers wer$ 
 tiliat pCcasibn, 
 ich struclk^ the 
 e mai-k atf th^ 
 
 1 teke» 9ut of 
 the eridenqfi, 
 y tj^e ti'inbers 
 
 propeed Witk 
 
 iter eyidbnoe. 
 •onto branoh. 
 was theflb^ 
 om thereto v,e 
 8 bondifctot'. 
 got out, biit 
 
 excltertl^ 
 the cause of 
 ti a lamp and 
 at I tracked 
 iat onl^ onb 
 libedbhthe 
 >f the lobch 
 
 bridt 
 
 *fi th^ ft! 
 
 II- 
 
 I 
 
 • I 
 
 IK 
 
 wfte fresh marks. I always thought the bridge was safe, unless an engine 
 gbi bflTtb* track. 
 
 To Mr. Richards.— The locomotive would break the cross pieces and fall 
 through. The side pieces, too, would give way. There are five bearings to 
 that, engine. 
 
 '""To Mr. Cummiugs. — (Examining the diagram.) There was ice and 
 snow there. The marks are now mo-tly trodden out. 
 
 MtCHAKL DcFPisT. — Am a breaksman on the Toronto and Hamilton road ; 
 hare been snch fourteen months. Was standing between the baggage and the 
 first patsseogei cars, as the train passed the switch ; I saw Oromble try to get 
 on, but be did not seem to do so , and I heard a whistle to put on bralces. then 
 ^rpe^my bead and immediately jumped. Felt motion of the engine, driver 
 had left off steam. This sensation was fult about the length of half (^ car afr 
 ter the whistle. Saw that the engine had gone and jumped, falling i^bout 
 four yards off the walj. When I looked round, all the cars had gone oyer. 
 Pon't recollect seeing any trucks on the track. Jumped off on the side nex^ 
 Dttudas. It wpuld take about a minute to run frona the switch to the bridge. 
 } supposed the whistle was to clo^c up to permit Crombie to get on. Was go- 
 ing about fsix or seven mil^s an hour. The engineer whistled on brakes abo^t 
 the length of a car off the bridge. It was about the length of the engine, 
 tender and baggage cat from the switch when he whistled. 
 
 To Hi\ Roy. — Sometimes I put on the brakes without being signalled, ip 
 oase of crossings and bridges, or when the train was on a curve* 
 
 Tp i^jc, Gwynne.— I think I had not come opposite the wall of the 
 bridge. 
 
 To Mr> Riphards.— Cannot say positively ths^t the engine was npt on the 
 bridge when he beard the whistle. 
 
 Edward Barrett — Was conductor on the ill-fated train. Hav? been 
 a^ee years in the Company's service, and a little over a year as conductor^ 
 I was iitauding on the forward platform, on the hind car. Heard the whistle* 
 aod jumped, as I heard some one call out '-jump!" I lit about half-way 
 alopfi the wall. I called to Mr. Muir, who jumped. So did Mr. Jessup, apd 
 aQ<(^er man tried to jump. The locomotive was about ha't-way between th^ 
 switch and the bridge when I heard the whistle. Felt no unusi;lal motion on 
 the tiain, Have been on a locotuotive when it ran off tl^c track, but felt up 
 jolting, running about twenty-five or thirty miles an hour. Was not now go- 
 ing more ttiau eight miles an hour. The switch was all right. Saw the 
 switchman with a green flag. Experienced no motion of the cars. Thinks 
 S{)m^thing was wrong with the engine, or the bridge would not have given 
 WfkJ, that is, if the engine were on the track. Examined the track immediate- 
 ly, and found that a piece of the rail bad been cut off. It was about four 
 ipches long, and perhaps one-eighth of an inch thick. 
 
 To Mr. James Osborne. — Was not looking nt the engine before I jumped. 
 When i Ipoked <^he was gon?, and I could not see her. 
 
 Tp Mr. Uichardfi— I jumped when I heard the cry. Tbo whistle was a 
 few seconds be(bre. The crack aud the cry were at the eanie tipie. Have but 
 a poor recollection about it. 
 „^ To Mr. Gwyunc— The marks were fresh. 
 ' ''• To the Coroner — The hind truck of the last car remained on the rails. 
 
 Wm. K. Mutn— Is Assistant Superintendent of the Great Western Kail- 
 way. Has been in the Company's service for three years and a half. Was on 
 the train when the accident occurred. Was sitting on the last seat of the last 
 bar reading, on approaching the bridge. When the oar 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 Crombie, the switchman, holding up his 
 hands, and hetyrd him sing out to jump. Leaped off the platA}rm, and landed 
 4k tiM bridge a few fe«t from the edge of the canal. Whpo I bad twraed 
 
r 
 
 I 
 
 S2 
 
 round, the engine and ears had all gone down. Thinks that one of the wheels 
 of the locomotive waa off the track, occasioned by the breaking of an axle. 
 Has seen the bridge severely tested, aod considers it perfectly pafe. Never 
 had any complaints made to him in relation to the unsafe condition of the 
 bridge. Is quite satisfied that the passenger cars were on the track ; thinks 
 that the marks on the ties and rods were made by the broken wheel— does 
 not think that tbey could Have been made by any other part of the machinery. 
 At seven o'clock the Jury adjourned till Wednesday, to hear further 
 evidence. . 
 
 fi.ciil .HfrAMii \)^, My Fourth Day. — Wednesday, March 18. 
 
 u.f 
 
 ttv 
 
 The Jufy met at seven o'clock in the evening at the City Hall, Goroneri 
 Bull and Rosebrugh presiding. 
 
 Dr^NA House sworn. — I live on the Toronto side of the bridge, about 100 
 yards 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 heard 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 ; 1 saw the 
 engine plain till it went on the bridge ; the masonry partly hid the engine 
 f^om my view, but could sec the smoke pipe very plainly ; it was shaking : am 
 certain of ic ; the cars all gave a shake ; when the locomotive came to the 
 bridge could see it 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 baggags-car ; could see a space between 
 them ; the bag^^age 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 ^o down as well as the rest of the train ; noticed a man on the engine; 
 saw him jump ; this was when the locomotive commenced to tip ; don't know 
 whether it was the engineer or cot ; saw two men jump off the hind car ; the 
 baggage car whirled round towards our house ] the first passenger oar 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 
 Bee ; 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 the bridge are closely^' packed." I did soon Thursday ; may 
 have been ten minutes going across the bridge and back ; have seen three 
 locomotives go over the bridge together ; they were drawing a heavy train \ 
 there was no crack ; always considered the bridge safe. 
 
 James T. SEROEANi' said, I have formerly been Inspector of masonry, 
 bridges, &c., on the Great Western Railway ; left in October last, after be- 
 ing 5^ years in the company's employ ; went to the scene of the late acci- 
 dent at about 7 o'clock ; did not examine the marks until Tuesday. Some 
 18 or 20 months ago there were some additional floor-joists put in ; it was 
 supposed there was enough for the strength of the bridge ; saw 2 engines 
 running over the bridge together, before that time, and I noticed the track on 
 the bridge settle slightly. At that time the longitudinal stringers were pine ; 
 afterwards they were of oak, I ordered the additional needle^pins in ; It 
 mmamI to be stiff enoagh after that ; saw nothing unsafe afterward ; after 
 
 .7:1; 
 
ss 
 
 of the wheels 
 ig of an axle, 
 fafe. Never 
 Qditioo of the 
 track; tbrnks 
 wheel — does 
 'he machlDery. 
 * hear further 
 
 Jail, Coroners 
 
 ge, about 100 
 e of the lake; 
 at the switch, 
 itnbling noise, 
 attention ; I 
 and made the 
 were otf the 
 en it was jast 
 |r ,• I saw the 
 id the engine 
 shaking : am 
 came to the 
 le bridge, the 
 •ton a little 
 pace between 
 L* ,* the engine 
 s engine went 
 saw the bag* 
 n the engine,* 
 ; don't taiow 
 ind car ; the 
 Qger ear ran 
 8 — 1 thought 
 an I could 
 
 ers from the 
 een in that 
 yday; had 
 in the after- 
 o see if the 
 ■eday ; may 
 seen three 
 »vy train : 
 
 masonry, 
 ^ after be- 
 3 late acci- 
 f^y- Some 
 'Q ; it was 
 2 engines 
 ie track on 
 rere pine ; 
 ins in ; It 
 ^; B«Ttr 
 
 hy 
 
 made any report that the bridge was unsafe ; when the bridge was being put 
 tip I said it looked slight, and would not go over it before an engine had 
 driven over. By the continual running of trains over the bridge it would be- 
 come weaker, and if not looked after might become unsafe ; think the tim- 
 bers were broken by a dead weight ; saw no marks of a blow strong enough 
 to have 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 tight ; Saw no mark on the ties 
 as 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 reversing of an engine on the bridge might have an injurious 
 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 
 a 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 mode with 
 stronger ties, and planked with 3 or 4 inch oak planks, it might possibly have 
 sustained an engine falling oif the track. I have been on other railways be- 
 fore ; I think the original braces and stringers in the bridge are too slight; 
 when 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. Richards. — I have been on a train when a locomotive has run off 
 the track ; think the whole train would be shaken 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 throu^i^b ; have oljserved where the ends were bn^ken 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," does 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 a 
 heavy one ; when I noticed the bridge tend, years ago, the cords did nut 
 bend ; have observed a crack in one of the needle beamf>, which looks like an 
 old crack. My impression on seeing the remains of the bridge was, that it was 
 broken bv a dead weight ; if the needle beams had broken, some part of the 
 cars would probably have been left ; think a heavier bridge might have been 
 stfer ; if a dooring had been built up even with the rail, strong enough, it 
 ifonld have been safer in my opinion than it is now. 
 
 Fifth Day — Thursday, March 19M. 
 
 '^" The Jury met at seven o'cloch, p. m. — the same coroners presiding. - • 
 Wm. McKat, deposed— am conductor of the freight train, No. 3, East, and 
 No< 6. West ; have been in that capacity for 15 months ; have run most ef 
 the time between Hamilton and London ; have had charge of very heavy 
 tn^ins ; 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 ; passed over the bridge at a : 20 on the afternoon t)f the day on 
 which the accident occurred ; did not hear it crack then, nor did I hear any 
 one make 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 
 
 foing west, and when going east, we have to stop at the junction ; I think, 
 owever, we may sometimes have parsed the bridge at the rate of 13 or 14 
 miles an hour ; never felt any jarring upon the bridge. On Thursday last I 
 stopped in Hamilton, and went to the scene of the accident ; saw marks as If 
 mik4o l^y the Q^ge of a wheel, pretty clear to the rail ; the mark fippeared 
 
 f rlT II ( i-.'p 
 
 
f* 
 
 i 
 
 !,#?!' 
 
 i 
 
 I' 
 
 tresb; bftvenoi examined the marks sinoe; mj impi^essfQa tlieA night •waf, 
 ibat the engine was off the track. I have b&d aa axle break wnca rannfogfi 
 ftraia. When an axle breaks, one ot t^o wheels leans in Qrst ; the wheel that 
 .U slack on the rail generally goes off first, especially at a curve. We have no 
 
 {>articular instructions respecting the Desjardin Briiige ; Me have no general 
 nstructions. Whpn going into junctions, we are to have our traiqs at full 
 command, ; if we see all is clear, I consider we are allbwcd to go directly ih] 
 •pevcr saw anything on the bridgo to make me uneasy; never thought the 
 bridge would be safe if the engine should run off the track. 
 
 £ipwARD tiri,RDMAN was swom — He said : am an engine-driver oil the 
 
 Great tVeatern ; | drive the engine Panther , nave been driver for two yeftM 
 
 ^u (be (Jreat Western Railway, and flJtogetber for upwards of four years ; the 
 
 JPaatErer is a he^vy engine — one of xne lieaviest. I drove No, 3 freight oh 
 
 ^IjprMiy, and went over the bi*idge at 5:20; heard nothing break on the 
 
 bri(^ge, and beard nobody say anj^thing about such an occurrence ; never 
 
 M'aM any ofae i<ay that the bridge wks unsafo— all the eh«;ine-drivers consider 
 
 It pafe; Wtis y/voirklng i6r throfe years in the shotp before! drov6 ; a regulto 
 
 djipr hliceshfp to the business is seven years. I know something abotit 
 
 the e6h8trUbtion of locomotives ; was at the bnd^e on Thure3ay, ten miaut^ 
 
 Jtftbr <hc>ccideiit. I went to the other sule ot it the next rfldmlngi at hitie 
 
 b'clodk ; think the marks were fi-e^h, for there was ti blue mai*k oh the rails 
 
 Jhcit riisted bVer, as if the flaiige of a whieel had been travelling on the rail. 
 
 ^I ddn't (Hibk a car wheel would have made audh uh ithpresslbn ; tbfe InaHc 
 
 Wasdii tlie Taltfe i^ide df the tracl on the land side of the rail. I amal- 
 
 toost surb it was a new mark; did not trace it much beyond the switch; 
 
 drir heivy ebgines make very slight marks on f^'asty ^ound ; have scfed 
 
 'tine of the track wheels loose ot brbken. It might get off the rail, but not 
 
 Very well off the engine ; have seen engine wheels kee'p the track with a 
 
 bent axle ; a idight axle Would cause slight marks similar to those I observed 
 
 . 6n Thursday. I have knoWn a heavier engine than the Oxford, with all the 
 
 wheels off the track, make slightei* marks than those lAade on Tbufedasr 
 
 "hifebt; H a bridge j^iVes ^Vhotl 'we |)a^ over it, we can easily discern it; I 
 
 ^flbn't thfiik the truck wheels of the Oxford were heavy edough to maike 
 
 'the irai>r«Jssioh& visible : tliink the trail wheel of the engine teade the imurk 
 
 ^on the rail, switch, road, &c. hTat would have thrown the engihe bffdirhbt- 
 
 ly the whSel dropped. 
 
 ^, RictiARD feosD dcspbsed— I kik Thspector of tii^dges oti tbV ea^t^rti fllVi- 
 'iioh of ihe (jireat Western Railroad Iroin Suspension Bridge to Woodsibfelk ; 
 have been in that capacity since October last ; was inspector of stdtiob biiild- 
 ings on Toronto line before that ; have been conticoted with railways for 20 
 years ; consider myself able to judge when a bridge is right or wrong ; ©x- 
 'ttmined the bridge about a fortnight or three weeks before the accident ; it 
 "^Ira all right ; always considered the bridge a safe one, and am a^arft of ilo 
 Report ever having been made that the bridge was not safe ; was in Hamiltbn 
 'Oii Thursday last, went to the bridge directly on hearing of the accident ;*<i- 
 fonnd the liiarks 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 fresh ; I swear to that positively ; 
 [that was about 6 p. m., on Thursday ; thought at that time the eti^itie haid 
 ■gone off the track before it reached the biridge. There was an eccentric rod 
 Just at the extreme end of the bridge, running across the trkck, in the stting- 
 ^ ers, under the rails ; that was cut ; the rod is about 1 i inch routid iron ; it 
 jis broken off close ; think the loeomotivo or tender must have struck the lat- 
 ».:tice-work iiext Dundas ; think the engine would clear out the beams as it 
 j|w«2nt alpng, daiAagii^g the Jatticer, and then caiTy down the dtti's ; th6 IfttiliciSs 
 are broken higher up on the Dundas side than oh the otter, ther^foi^ I ihti^ 
 
 -«kVbofrd 
 -Sidge,' 
 '9646-0 
 
 To 
 
 such wo 
 
"IW^, 
 
 FbcQ runnfngfi 
 
 the wheel that 
 
 We have no 
 
 »ve no general 
 
 Ir traiqs at full 
 
 ro diyectTy in ; 
 
 |er thought the 
 
 river oti the 
 for two yeftlM 
 nr years} the 
 ». 3 freljtrfat oh 
 breftk on the 
 rrfence ; never 
 rivers consider 
 ^* ; a re^lftr 
 nethfng abotKt 
 y, ten minute 
 dmingi at nii«B 
 k oh the rails 
 g on the rail, 
 n ; tbfe -faiat-k 
 ail. I amai- 
 d the switch; 
 id ; have sc6b 
 rail, but not 
 track with a 
 lose I observed 
 , with all the 
 on Tbu*fcday 
 discern it; I 
 UiB^h to makie 
 ade the inark 
 Ihe Off dirhdt- 
 
 ■ t 
 
 ejistdhi diVi- 
 Woodstbfe'k; 
 itdfioh btiild- 
 Iways for 20 
 • wrong ; ex- 
 accideftt ; it 
 awftr6 of Ho 
 in Hamihbn I 
 accident ;-;- 
 had b»en off 
 conneitlng- 
 positivtely ; 
 engine had 
 ecefitricrod 
 I the stf^ng- 
 nd iron ; it 
 ack the lat- 
 beams na It 
 the latildls 
 or^Xihm 
 
 ^^'^<»d6''6rii&it'^d^'4m'firat; itiWktkf^Tie had stmek the dd<i8 61^ fUe 
 
 ^dgiB, It mi|Kt aff^aWiBUve itt^t^led'^^r iiidiii^^ the idar^ H'Kii 
 
 aotte~(^fove-|i^eiijiMc.)"' '""'" ■■"•'V' ^* - ^ -''"'' ";'! '"'^''- ':'"''"'"'':: '^'/'"^ 
 
 To Mr. Richards.— I do spmetime? ti^jte a Jlfp^rt 6f bridges ioJ^^e^• 
 g^neer ; expect the cfnef respohsipilit^ rests t^pqn me ; had the poijirge (^f 
 such works as bridges ; ptanpcd abrifige at ' i&t'inisby, Mglan^, adrp^ the en- 
 trance to th^ Crrini8|[)y Dock ; that Was a i^ilway'bnrmge, bat lib Idcdnio- 
 tlvps t^in oHr It ; dori'tkr^ow of an efj^inie^r 'hayfug inspected' t^'aVbirtS^?; 
 B^krched' the cord^ of the bHi^ge carefUlljr ftfter'tW et'^rdttrjf accfd^ntr ; Id^fea 
 at the trestle work cftrefhlly, ^veftil times, 1h(ife thah' tert mIniri6^^ach'H&i4; 
 ''8#eM* every bolt' was rif^t, tfnd tfaltt I saw Ho s|ilit in the' siding'; sdw no 
 'spl it at the splicing; there mightbe a 'Suji ehbck ; f^onld take ok)> tiotice of 
 t^at ; would dot be certain Whether there was an did cheek or iiot;don?t 
 .recollect any cbe(^ or split 'ainy where along the bridffe ; think the ends, 
 are broken a short distance from the '' scar^" but I did UQt examine it 
 closely, not so closely as I did in February. 
 
 The Jury a<^ourned at half-past 11 o'clock, to me?t agfl^in on Monday, 
 at 2, p.m. 
 
 H^,.; j^t - ... Sixth t)(uj. — Monday, March 23. , ' -. * ' ' 
 
 The Jury met ai the: City Hall at 2 o'clock p. m., and the p^ep^or^ti^ii^s 
 lor raiung the submerged locomotive having been completed, proceeded,, i^ 
 oompany with the members of the Ci,ty Counc;!, to tjhe bri(lge,,to yiewtthje 
 ■ proceedings. Over a thousand persons were present, among whom, we;re t^e 
 Hon. Mr. Killaly, Assistant Commissioner Board of Works, of Toronto, Jj. 
 Clarke, Esq., Chief Engineer $tate of New Yprk, T. C. Keefer, .Es,q., CiiU 
 Engineer, and members of the press from Toronto a,Ta,d, Hamiltq^. 
 
 The locomotive was raised wit^h pullies ^nd deinrici^s on the ,tf>p of thje 
 water and showed the forward truck wheel of the c^i^ine c^ the rig^t ai(^e 
 broken off. From the posture of the engine as it lay on the bo^to^ of ,the 
 .canal on its side, it seems quite impossible that the wheel was brolcen .bytjxe 
 fall, everyting goes to show that the axle was broken^ either on the briclge 
 or very near it, and the breaking of the bjddge was from the concussion w^blph 
 ensued. The bridge was tested with three heiavy English engines attache<j, 
 and there was not the slightest vibration perceivable. It seemefl r.e^ar^jb^ 
 
 Seventh Vdy.--Tuesaayy Narchzi. ^ ' 
 
 At 2 o'clock, p. m., the Jury assembled at the Clity Hall; The first wit- 
 ness examinjed was one of the surviving passengers. 
 
 Ma. J. E. Clabb — 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- 
 ieident ; felt a jerk and heard a whistle of the locomotive at the same t|me ; 
 then felt a second jerk, and at the same time felt the car falling ; ^,at,ab9]^t 
 three seats from the stove ; thought we were pretty njiuch near ti^e fc^idge ; 
 all I remember of what happened in the car was one lotfd stream as we wejiit 
 down ; could not say that any one got out ; had my child on my knice ; ,could 
 not say in what way we were going down ; only felt as if I, had dropped down 
 straight from some high place ; when the car began to go down i was^^in nvy 
 seat, three seats from the stpve, and the next thing I remember was, -Ifelt 
 myself in a heap of rubbish two seats from where the stove stood, and tow- 
 ards the engine; Cbujd not say -Wrhat was the cause of the accident ; my 
 opinion is that the locomotive was on the bridge when I heard the ilirst whis- 
 tle till the time I felt the next shock was scarcely an instant, and then I'fMt 
 we were falling down ; my opinion was that we were going ftiSter that time 
 than we had ever gone before ; could not feayhow many miles an hour ^e 
 -Were go£ag ; hadiiot prdvioMy to th% iaioilaebt (^r f^liW similar sdnsalidu 
 
 ■nt 
 
k\ 
 
 ■il\ 
 
 .•? 
 
 I'l; 
 I 
 
 26 
 
 .in traTelling by a train ; felt no unpleasant sensadon befora I felt a jerk ; 
 was not aware of anything being wrong till I felt the first jerk. When I be- 
 oame conscious after the fall, I f^lt a stoye 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 
 gfiTe way under me, which I then believed to be the bodies of those thrown 
 to the end of the car ; could not see any seats, and do not know where they 
 were ; saw Capt. Sutherland, Mr. Duffield StUd Adam Ferrie, the latter was 
 three seats back of me ; Duffield sat one from the stove ; Capt Sutherland 
 farther down in the oar ; that is all I know of the accident. 
 
 To Mr. Richards — am of opinion the first jerk was when the engine fell 
 and pulled the baggage car down, the second one was when that car snatched 
 our car over ; before this, the cars had gone along qhite smooth ; if the loco- 
 motive had been off the track, the train could not have run so smooth ; the 
 reason of my thinking we were going fast was from my looking at objects 
 through the window. .xwuhijn m !,u> i rtt xiy<'.\'.i yg mu .visf-t.i;; 
 
 W. R. Marshall — I reside in tToodstock, am a dry goods merchant in 
 that place ; was in the Toronto train on Thursday the 12th ; was in the last 
 oar ; sat four seats back, on the side next the lake ; was looking out of the 
 window and could see Hamilton, and the first feeling of a peculiar nature I 
 felt, was an oscillation of the car, and fVom the time I felt that sensation fo 
 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 whistle that this 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 keep still ; 
 we were going very slow, about 5 or 6 miles an hour ; 1 am in the habit of 
 travelling a good deal in the cars ; I judged we were coming to some place 
 from the slackening of our speed ; it did not strike me that we were travelling 
 fast ; thought we were going very easy ; it was shortly after feeling the os- 
 cillation of the car that wo went down ; did not make an attempt to get out ; 
 fell from one end of the car to the other ; did hot think that the locomotive 
 was off the track. 
 
 Anthony Sherwood — Is a civil engineer ; is at present engaged on the 
 Buffalo, Brantford and Goderich Railroad, and has been engaged with Mr. 
 Lock, G. 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 time in the mechanical department of the G. W. R ; from seeing 
 a train pass over that bridge, I made an examination ; calculated that it 
 would bear about three times the strain that was ordinarily put upon railroad 
 bridges ; 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, waathen 
 read, • ' 
 
 To Coroner — I have examined the renewed brir*;;. : there are a few more 
 needle beams than are in the plan from which I have made that calculation ; 
 the scarfs too 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 baye kept it from falling 
 fhrongh, or it would have turned off through the lattice work. No wooden 
 
 bridge coi 
 the "Oxft 
 To a 
 way is to 
 been knov 
 them won 
 
 To J 
 a foot am 
 a mark w 
 oar woul 
 gcratcb, 
 
 To^ 
 
 that was 
 
 broken b 
 
 : timber. 
 
 may in f 
 
 To J 
 
 : pine is, p 
 
 rod to oa 
 
 needle I 
 
 Iris cor 
 
 which w( 
 
 gcientitic 
 
 of the bi 
 
 could, n( 
 
 bridge m 
 
 less defl( 
 
 rapidly, 
 
 the brok 
 
 know he 
 
 The 
 
 first wit 
 
 Ani 
 
 vilengi 
 
 sippi RJ 
 
 Virginii 
 
 this mc 
 
 and of 1 
 
 follows 
 
 Fr 
 
 the brie 
 
 rived a 
 
 8000 Ibi 
 
 y 1 find t 
 
 each 6( 
 
 Tl 
 
 of the 
 
 but to 
 
 length 
 
 gives 
 
 counte 
 
 sistan( 
 
 strong 
 
 II 
 
 were i 
 
 ^ bloo( 
 
•ft I felt a jerk ; 
 •k. When I be- 
 tie same moment 
 one; half of my 
 i felt something 
 9f those thrown 
 low where they 
 , the latter was 
 pt Sutherland 
 
 I the engine fell 
 at oar snatched 
 th ; if the loco- 
 Jo smooth ; the 
 dng at objects 
 
 T .^ 
 
 •as merchant in 
 was in the last 
 )king out of the 
 culiar nature I 
 lat sensation to 
 8 were all very 
 '■ running about 
 hat this oscilta- 
 not tell where, 
 oscillation took 
 a to keep still ; 
 in the habit of 
 ; to some place 
 were travelling 
 feeling the os- 
 apt to get out ; 
 the locomotive 
 
 ingaged on the 
 faged with Mr. 
 ihire & Carlisle 
 inish railroad ; 
 : was engaged 
 
 ; from seeing 
 ilated that it 
 
 upon railroad 
 the quality of 
 imination- and 
 
 ood, was then 
 
 re a few more 
 
 calculation ; 
 
 id this would 
 
 ^e distributed 
 
 fc from falling 
 
 No wooden 
 
 27 
 
 bridge could have stood the amount of impact of Bach ft shock as the fall of 
 the ••Oxford." 
 
 To a Juryman — Have seen them composed of wood and iron ) the asual * 
 way is 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. 
 
 To Mr. Richards — By the term impact I mean a striking ; 18 tons falling 
 a foot and going at 7 miles, would produce a force ot 380 tons-^it would leave ' 
 a mark when it would so fall ; it would cut the beams right through ; a freight ' 
 car would strike with a force of 190 tons or one half; it would not make a 
 scratch, but would cut or crush right through them. 
 
 To Mr. Richards— I did not observe any brashy timber there, nor any* 
 that was decayed. I saw some that were cracked, but thought they may have ' 
 broken 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 years, it 
 may in five years. 
 
 To Mr. Beecher — The calculation as to the relative strength of oak and , 
 pine is, pine 90 to 112. Canadian oak and common pine, seasoned, is prefer- i 
 red to oak. I do not think it would have been desirable to use oak for those 
 needle beams. In England it is calculated 125 tons would break a bridge. 
 Iris considered 2^8 sufficient. Tha Desjardin bridge I calculate 4i to 1, 
 which would give 'di above required strength. I have looked at this bridge 
 scientitically. I know nothing of the state of the timber. From what I know 
 of the bridge, that weight as a dead weight could not have broken it. It it 
 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 from 
 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-assembling was 
 
 Andbew 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 bridge 
 and of the engine. I have drawn up a paper embodying my views. It is as 
 follows : — 
 
 From this examination I am of opinion there was no lack of strength in 
 the bridge for the sate transit of the heaviest trains. This conclusion is ar- 
 rived at from a calculation of the strength of the transits ; for assuming but 
 8000 lbs per square inch for the tensile strength of the timbers on the bridge, 
 1 find the lower chords should bear a load of 272 tons, the main tension braces 
 each 60 tons each, and the counter braces each about SOi tons gross. r 
 
 The greatest weight that would belbrought on the bridge b; 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, which 
 gives a load of 18 tons, which is only 3-lOths of the nominal strength ; the 
 counter braces being 8 in number, and each afibrding about one-balf the re- 
 sistance of the main 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 capa- 
 ble of bearing over three times the weight of any train that could be put up- 
 
 // 
 
!' 
 
 ..¥ 
 
 
 n 
 
 i 
 
 iiii 
 
 OQ iU whiob leftves aslarj^a marg^ for casnaliticia ^niill be foandin a 
 yeify greaii ^rbportlon of tl6 railrbad bridges in the XTnited States. 
 
 I thought proper to state what load the bridge would carry, because I 
 flad in the miiid of fhe|rtiblio hn impressloti that this bridge had hot safttbient 
 strength to bear an ordinary train. My examihation on the groiind showed 
 ctearly, to my mind, that the cause of the addldent Vras the breaking of the 
 ude, and displacement of a wheel before the engine totiohed the bridge. 
 
 i ^ This estimate , Is calculated on taking the thickness of the chords at their 
 weakest point-fallowing tor the bolt holes and scarfing, although that is not 
 the point at which ther^ is the greatest tension. 
 
 'To Mr. Richards.— if 136 tons were pat on the centre of the bridge, it would 
 bear it ; if distributed, the bridge would bear 272 tons. That is the strength 
 ottbe chprdiB-p-aot the flopf beams : have assumed the , truss to be 17 feet in 
 heJl«^t*tW length of th^ bridge 72 feet ; took the minimum section of the 
 tiin^r ; tb,e bolt^ dp notrediice the tensile str^qgtb in greater proportion 
 th,an that oftb^ t(m)|>er cutaway ; a piecQ of. timber .12 inches broad» with a 4 
 inch boit'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 calculiated. I exau^inpd the axle Ox the engine ; found the fracture smooth- 
 ed down, as if it had run some distance ia that state ; have seen an engine on 
 tbq track tbatj made no deeper impression than tho^e on the rail ; my impres- 
 sion on examining th6 timbers was, that the cowcatcher had pitched forward 
 and cut th6m ; tbe( IdcomotivQ 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 nbtbing in the timbers to cause the accident ; have 
 no doubt in my own mind, and t«here can be none in that of any well informed 
 man as to the cause, of the accident ; some tlnjie last winter a " How'' bridge, 
 with an ar6h, in tbe'IhdianapoUs and Cincinnati railroad, was cut through by 
 a car running otf the tr&ck ; don't know a single bridge in America that w6^1u 
 stand when ^uch a force of impact should come in contact with it ; am sure 
 the axle was not broken by a fallr-lt is nOt quite fres^i but a little smoothed 
 by friction. If the ties of the bridge bad l^en made of oak, it would not have 
 Btrenjgthened it, in fact I tbjnk pine was better. ' , ■• -, < . ' . ^ 
 
 ' To Mr. Elchards. — 1 saw no decayed timbers. ' ... 
 
 Winter here n&rriati^d'a.case in wbich a wh^ej had run for miles, aft^r 
 the axle had brokien in the jdurn^ and beam rubbed quite smpoth. 
 
 To a Juror.— It taijeht be better for the switch to be a little further away 
 from the bridge, if piracticiible. 
 
 To another Juror.— It is not certain, by any ipeans, that the defect could 
 have been discovered If the train had stopped, before coming to the bridge. 
 
 William Gabrick sworn, said— I am. a carpenter; served a 5 years' ap- 
 prenticeship, ttbout 18 years ago, and have been employed as a carpenter ever 
 Binc6 ; am in the employ of the Great W;e,stern as foreman in repairing bridges 
 and cnlveris ; have been foren^ftn of the' repairs of the Desjardln bridge j put 
 12 needle beams into the bridge in August last : that was, ' * extra," not repairs: 
 aftpr the accident in [^^bruary last, I put in 17 beams ; 11 had been broken, 
 and 6 others chljppfe^ j ' bbly one of the braces was broken ; that was on the 
 Hamilton side oftheCAnal, and was repaired ; many of the bolts in the lattice- 
 work were loose ; Wasin the iSfrst passenger car when it went dowp ; was at 
 thfe frodt, four or five ^Bitsft-om the end^ on the lake'^idej the first, thmg I 
 kn^ tt^at was Wrong, after the whistle blew, was the c^r taking two jerks 
 aheUd ; looked out' of the end window, and saw the end of the masonry on the 
 Dundaa side ; had got on my feet.to Jook: thought ,th« engine wasat the end 
 ^th^bridge ; Thet^ wa^Mu Ve,i;y;^^^^^ be^eep the two "jerks,: eat 
 
 ddWii of t^e^afct VfrhwlMm^ daf ti^ &e car went^oirft over %, ibul^, 
 
29i 
 
 foand in a 
 Is. 
 
 2, because I 
 . ot Bdfffcient 
 siinol showed 
 iMtibgof the 
 ] bridge, 
 ords at their 
 that J8 not 
 
 idge, it would 
 the streoglh 
 be 17 feet in 
 ition of the 
 proportion 
 load, with a 4 
 I to its power 
 ecause it was 
 Jtronger than 
 ture smooth- 
 aa engine oh 
 ; my impres- 
 ched forward 
 g it touched, 
 leeripg ,• was 
 —and for 20 
 cident ;have 
 vaM informed 
 low" bridge, 
 it through by 
 :a that wbnid 
 I it ; am sure 
 ble smoothed 
 uld not have 
 
 r miles, af^ter 
 bh. 
 
 'urtheraway 
 
 defect could 
 he bridge. 
 5 years' ap- 
 u-penterever 
 iring bridges 
 bridge ^ put 
 not repairs; 
 een brolcen, 
 was 00 the 
 I the lattice- 
 ^^ ; was ,at 
 irat. thing! 
 ig tnco jerks 
 lonry on the 
 s at th^ end 
 I ; jerksj sat 
 
 I- 
 
 ment and turned » somerset, I think, end over end ; when tlu cv feU, I fouB^ 
 myself in the water: wasnotmuph hurt Some men mi^y have fallen npon 
 me ; can't say what happened during the turning of the cars : got opt tbrougb 
 the window ; was hauled up with a rope, and w£ni into Tribat«'s house ) was 
 not able to examine the track for eight days after. 
 
 To Mr. Richards.— The timbers I replaced were mostly towardath^ Toronto 
 side of the bridge ; the first one or two were not nuicn injuce4 ; eomfi m^j:e 
 passed over by tne car wheels, and only chipped. The car wa^ cpptpletely Qn 
 the bridge before it stopped ;a3 a general rule ; I examine the bc^lge,Qhc«) a: 
 month ; at the Toronto end of the bridge there wa« one needle l>«<MnleM-J'')t'; 
 whidi was injured by the February accident. 
 
 To Mr. Bee Cher.— A good job was made of the bridge— it wasmi^eaa, 
 strong as it was before ; the bridge was inspected again five qt aix.days aft^r 
 that } the weight of the loconiotiv^ and train could not have t^rokon the bridge, 
 keeping on the rails. 
 
 The Jury then adjourned at 11 o'clock. n':.'fi -Ju.>^j«--vin£. * ,;, •< HimU- .■. 
 
 n . r.4i .■',-'>/, Eighth Day. ^Wednesday, March 25. ^ ••' •';*'-•"■* "".''• 
 
 Tbe Coroners and Jury met at the City Hall at 2 o'clock, p. m., anc^were 
 to proceed to the Desjardin Canal to make a more thorough examination of 
 the injuries the locomotive had received, but in the n^eantime information ar- 
 rived that the chains by which the engine had been suspended ba4 given way, 
 and that the << Ox/or J" 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 atwbichthe unfprtunate catastrophe 
 had occurred, be made. A special train having been placed at their disposal 
 by the Railway Company, the Jury, in company with the membero of tbe 
 Press, and several engineers, proceeded to Thorold to inspect tbe bridge. By 
 such inspection it was believed they would be satisfied as to the strength of 
 bridges so construcetd. The examination having been made^Uiejnryir^r. 
 turned to Hamilton, and adjourned to 7 p. m., Thursday., ijKi.ifn Jiil^!i/ob*' 
 "•'' Ninlh Day.— Thtirsday, March 2Q. i' 'f< 4^ • ;^-t'''''^'''-! 
 
 The Jury met at 8 o'clock in the City Hall. 
 
 Mb. 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 for 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 
 tbe Desjardin bridge, aud 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 tbe Dei^ardiu 
 Canal Bridge since the accident, and have dravfu up a set of 8i|(^);einen^|^99- , 
 cerning it ; these were as follows:—^ ...:,.<;:; -jJ..^ . .. , J'.'' ! 
 
 « I have examined the drdw or swing bridge over the Desjardin Canad, 
 on the Great Western Railway, with a view of ascertaining its ctrengtb 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 iutormed, oa the 12th instant, allowing a train consisting of a 
 locomotive'witb its tender, a baggage and two passenger cars to Mdl from a 
 height of iorty or fifty teet into the canal below. Not having had an oppor-) 
 tunity of viewiug the scene of the catastrophe till about a week after, its occnr'> . 
 rence, when considerable changes bad been made in the conditiou of Uiings, 
 my judgment must necessarily be made up from a consideration of the nature 
 of n)ftteri»lq, principles and propQj;tion employed in the xsoostruottOA of t^f , 
 
 M 
 
ir 
 
 I 
 1 
 
 I' i:.' .' 
 
 •:/: 
 
 f; 
 
 I . I 
 
 96'^ 
 
 bridge, and the condition and appearanc-. of the broken and unbroken parts 
 of the Btructure, and other connected objects I have seen there since the acci- 
 dent. The superstructure of the bridge was built by me for the Great Wes- 
 tern Railway Company, in the vear 1853, 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 woh constructed 
 in accordance with a plan designed and arranged by me, at the instanc; of J. 
 T. Clarke, E^., 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 
 th» fact that thone two bridges have sustained a heavy railroad traffic for be- 
 tween three and four years, without exbibitiugindicationsof a want of stability 
 can scarcely be regarded otherwise thim 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 balanuo or neutralize — 
 still it is not in my estimation evidence sufficient to justify ti. conclusion that 
 they are unexceptionable and fully reliable structures. Befoi'e I can be satis- 
 fied as to the stability of a structure, I must not only know tliat it has endured 
 a certain length of time, and been exposed to certain tests, but I must alsobave 
 evidence that the 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 re yarded as of doubtful safety, I 
 cannot affirm or have full confidence in such sttv.cture, because it has 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 stability might be reasonably infer- 
 red without the test of usage, and then if the best of usage sustains the deduc- 
 tions of theory and calculations, we might fairly rely on the safety of such a 
 work, with as much confidence as human afiairs 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 of trussing (chords^ 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 number 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 of locomotives ; and of such height as was sufficient to give 
 the truss that rigidity Required to prevent sagging or drooping o£r the ends 
 daring the swinging of the bridge upon its torn table, the adopted height of 
 
81 
 
 about 18 feet natarally snggeeted itself. The lengtlis ct panela followed 
 from the propriety of having the chords supported once in 8 or )0 feet, and 
 it was readily decided, to form a panel of 16 feet over the turn table, with 8 
 pan^Os of about 9 feet for the longer, and 4 of the same length for the riiort- 
 cr arm ; the lattice work being arranged as for two stretches of bridge — one 
 running. from the turn table across the canal, and the other to the heel abut- 
 ment on the land, to be loaded bh a counterpoise to the long arm of the 
 bridge — the upper and lower chords being extended continuously across the 
 turn table*to connect the two. The general arrangement of the truHS beit)g 
 decided on, the next object for consideration was to determine suitable sizes 
 and proportions for the several parts or pieces of which the trass waa fo be 
 composed. 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 in the 
 strnoture under consideration. The ability of this material to resist the force 
 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 
 pine 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, therefore, 
 adopted the rule that it is safe to employ white pine where its greatest le- 
 gitimate stress or tension cannot exceed one thousand pounds to the square 
 inch. The force required to crush pine in the direction of its fibres, is nut so 
 great, ordinarily, as that required to pull it asunder — being 5 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 tlie square inch of section, or 500 lbs to the inch for pieces of 
 lengths not exceeding eighteen or twenty times the least diameter. 
 To a force pressing on pine timber in a direction perpendicular to its fibres, 
 it will not yield injuriously with less than 250 lbs. to the square inch. If the 
 pressure extend over the whole surface, and if the pressure extend to only a 
 small part of the length and breadth of the timber, it may be increased without 
 bad effects, to twice that amount ; for instance, a washer under the head or 
 nut of a bolt, acting on pine, should cover two square inches for every 1000 
 lbs. of tension to which the bolt is liable, to prevent its being drawn injuriously 
 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 instance, 
 in order to expose a piece of wood to a severe tensile strain, it is necessary to 
 cut off a portion of its fibres,to form a heading for the tensile force to act against 
 in a position reversed from the end. This heading should have a square inch 
 for each 1000 Ibp. of force, in order to resist properly the pressure upon the 
 ends of the severed fibres, and it must be at a suflBcient distance from the end 
 to prevent the head being split and| thrust off. To produce this effect (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 such 
 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 mo4e by a 
 hole through the stick near the end, it requires two cleavages to forc>, 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 
 
^«2 
 
 f*^4(*^^ 'MdAbltln^ fhe wveral parts of the bridge trtiss t^rtp^d 
 
 to 1^6 ^tnK^. and the amount of tensile and thrust action to trhlbh 
 
 ' eiich part' Ukay oe liable in the usage for which it is designed, careMly caloa- 
 
 ' lited ai^ marked on the parts respectively, it was easy to proportion the par- 
 
 ^.ttoaUr' parts and pieces of the structure so as to enable all to perform their 
 
 ilanotions with about the same ease, safety and certainty, without lumbering 
 
 .it with useless weight in unimportant parts, serving only to impair its conve- 
 
 .'nienoe as a moveable structure, and exhaust a valuable portion of its sup- 
 
 ^* porting power which otherwise might answer useful purposes. In the an- 
 
 , ^exed dugram I have shewn the arrangement of the parts of the long arm 
 
 of the trass, forming the span from the turn-table to the abutment across the 
 
 •iqaaal ; and .oonaidering this as a simple span of the bridge truss, discopneoted 
 
 ., with the heel-end of structure, and supposing it to be loaded with 12,000 lbs 
 
 f 4o tiMib paimel, applied successively at the points a, b, c and d, to be equiva- 
 
 nltatto a load of one net to the running foot on the whole bridge in addition 
 
 ^to the weight of the stmctore, the elementary prinoiples of statistics enable 
 
 'ue readily to deduce the kind and amount of aetion which would thereby re- 
 
 vBuU to eaoh'part respectively. These actions I have computed and marked in 
 
 . ponndd on the lines of the diagram representing the respective parts, (negleet- 
 
 ug 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 iras done previously to the original proportionment of the structure 
 
 ' under consideration. These preliminary expHannftions of the principles and 
 
 '^jO^putktfons presented are correct as I feel woU assured they are, and 
 
 ^Vh6u1d'aid greatly in enabling an intelligent judgment to be formed as to the 
 
 ^titren^th and reliability of the bridge in qnestlon, a» far an i t regards the snp- 
 
 ■porting'poWer'of the tmiises. I propose ilow to refer briefly to the part*) of 
 
 4he truss, add point oat the reasons whence I infer the snfflciency Of ea^h 
 
 ^particular part for the labour required of of it, an well as the general safe'ty 
 
 'of, and sufflciency of, the structure as a whole. The bottom dhord in the cen- 
 
 ^1M ismarked at a tension of 39,000 lbs for a distributed load of 72,000 lbs in 
 
 iftddltiOn "to 24,000 Ibr assumed weight of structure— or a gross load of 9«,000 
 
 'tfbuHfllito a'truss. The cross section is 120 square inches, and allowing one 
 
 'nalftO'belbstat'the itilibiDgB, We have 60 available inches of unbroken flflres, 
 
 tsitpable'bf SdStaliiing'biAfbre rupture at least ten times the maximum stress 
 
 -{m^iiced by the greatest ordinary loads, and being 60 per cent, more section 
 
 'Dhan'lsTeqtiired'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 
 
 Ittth, or at a thrust Of 60,000 lbs— being about ten per cent, more than the great- 
 
 ebt thrust marked fbr the top chord on the diagram, which is 61,000 lbs. Ttie 
 
 /dfagt^als fi Band S U are each marked about 17.000 lbs, and have a cross 
 
 ^Bectlom available for tension, exceeding 24 square inches; being abont 40 per 
 
 <Jtiiittnor©ihansaffety requires. They have also 17 square inches section of 
 
 '6bres cut by the bolt holes, grving one square inch bearing of bolt surface ob 
 
 'Kho^Wlds'oflbtieS for each 1000 lbs of pressure, which amount of pressure the 
 
 '^Obd 'can bear MShout danger of crushing. The next diagonal R D lias 
 
 irtWtttlO "sqiiare iuehbs of out fibres for bearing, and 26 inches of uncut 
 
 tibtviS'to SUMain 1,^000 lbs oftension upon the piece both in considerable excess. 
 
 'IMagcwialPPsiifrers' a tension of 7,345 lbs in ope condition of the load, viz : 
 
 'Wh^n the point V is' full loaded, and the point B unloaded. A thrust of 2,115 
 
 ? 'lbs '^ilh'B full Ibaded and F unloaded, and tension equal to the difference of 
 
 ;thA'se numbers. Or 4,23a'lbs with both points loaded. This piece is single kt 
 
 .'theuppier'landj'wjfth a section of about 9 inches of cut, and 12 inches of Uncut 
 
 "fibres/'knd tneWwier end double, and composed of 2 pieces 3 J by 6 inches. — 
 
 'The' Isingle'uptier part lajiping between the dotible lower part, with two One 
 
 , ihdh bolts'ihd a Witibh |)ln 'pi&&Eling thrOtfgh, giving 19^ sqbare inches 'bf 
 
88 
 
 ■LlllMl : m 
 
 whibh 
 iyoaloa- 
 the par- 
 their 
 [mbering 
 « conve- 
 its sup- 
 the an- 
 >ng arm 
 iroBs the 
 lopneoted 
 1,000 lbs 
 equWa- 
 addition 
 18 enable 
 ereby re- 
 larked in 
 (neglect- 
 tension, 
 le same, 
 itructure 
 pies and 
 are, and 
 as to the 
 stbe'snp- 
 paftfl of 
 y 6f eath 
 ral safety 
 1 the een- 
 00 lbs in 
 of 9(;,000 
 wing one 
 len fiflres, 
 mm stress 
 e section 
 lbs. The 
 bs to the 
 the great- 
 lbs. Tlie 
 'e a oroDss 
 it 40 per 
 ectioii of 
 rface ob 
 !s*ure the 
 R D lias 
 of uncut 
 le excess. 
 )ad, viz : 
 of 2,1 15 
 jrence of 
 single kt 
 of Uncut 
 nchos.— 
 two drie 
 nches'^f 
 
 bolt and pin, bearing in the single part of the splloe, with nearly the eam* at 
 the upper end connection, and more at the lower, being considerably in excess 
 throughout. The diagonal O is double, being composed of two 8| by A 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 
 bolts of one-fourth inch diameter, Icnving an uncut cross-section for each 
 pair, equal to 12 square inches ; each pair of these diagonals (O O and C) 
 BuiTer 4,230 lbs of tension and thrust alternately, according as either of the 
 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 ]|ithout action, except what is due to the 
 weight of the structure itself. The next diagonal N H composed of 2 pieces, 
 8} by 6 inches, suffers 0,345 lbs. thrust, only 1621b. to the square inch, with 
 D loaded, and N unloaded, a tension of 2,115 lbs with the load reversed, and 
 a thrust of 4,230 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 218 lbs to the square inch, with bearing 
 surface largely in excess at both ends. Diagonal L I, same sized pieces as 
 the two last mentioned, has a thrust of 260 lbs to the square inch, being 
 an aggregate of 10,125 lbs, with a large excess of bearing surface at the ends. 
 In the end posts we have 77 square inches for a thrust of 27,000 lbs, or 1 
 inch to each 350 lbs ; and when we consider the free unsupported length 
 of these posts, equal to some 31 times the least diameter, although it is fully 
 within the limit of safety, there seems to be as small an excess of strength 
 above the safe limit in these posts, as in any part of the whole truss, if they 
 do 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 
 
 f>art of each piece of timber an actual maximum stress under the greatest 
 oad to which the structure is liable in any legitimate usage, in all cases 
 less than one-sixth part of the actual breaking stress of that kind of timber 
 of average quality, and in nearly all of tho pieces very conriderably less. It 
 follows 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 652 tons over and above the weight of superstruc- 
 tion, calculation would show in no single piece of timber (in the trusses) a 
 stress approaching by a considerable amount the actual breaking stress of 
 the material as determined by careful and repeated experiment, I therefore 
 conblude that the breaking of the two trusses by a fairly distributed load 650 
 net tons, acting by dead pressure, could not rv isonably be predicted, except 
 by suppofdng a quality of material, considerably Inferior to the average qual- 
 ity of its kind. If this conclusion be correct, and to me it seems unavoidable, 
 the sufficiency of strength in the trusses is fully established. To break one 
 of these 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 extr- was about 6 tons to each beam, or one-sixth of the breaking 
 weight. This 1 1 might produce an objectionable deflection, but not an un- 
 safe or an injurious strain. The bolts sustaining the beams are If in. iron, 
 eontaining 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 60 or 60 thousand 
 ^pounds. If, instead of the addition of extra beams, the originals had been 
 replaced by large ones, in the same positions, the effect would have been bet- 
 ter, as bringing the weight higher to the supported points of the lower chord, 
 consequently diminishing the transverse stress thereon. From what pro- 
 ceeds, it is abundantly evident to me, that the bridge over the Dei^ardin 
 
94 
 
 
 n; 
 
 I 
 
 CftnU Wft8 not broken down by the simple pressure of the trafSc pcuning over 
 it bearing fairly on the track rails ; and it is my decided opinion from the 
 examinations I have made, and the facts and appearance I have witnessed 
 nnoe m^ arrival at the bridge on the 20th instant, that the immediate cause 
 of the disaster on the 12th instant, was the violent eollision of some part or 
 parts of the locomotive attached to the ill-fated train with the timbers of the 
 ill-fated bridge, either directly or through the medium of some interposed 
 body. 
 
 •^■1} .'.yi -V5f Hv' ^jo'' - ■• "(Signed) , ,v, v^ *;<.v 8. Whwplb." 
 'J [r -jiirilj^i^-- f*': '^ ; duoram. ...^ . : ..• 
 
 lit;! '.Vf '»»J5> r!" Ti:"' .t :■''■ 
 
 i,n^ ^ 
 
 SRQPONMLK 
 
 XXXXXXX> 
 ABCDEFGH I 
 
 .' ■ r -- < ' (■ 
 
 ^''-' To Hr. Richards. — I did not estimate the breaking weight of the bridge. 
 If 670 tons were distributed over the bridge, I would not say that it would 
 not bear it. llie bridge, according to the estimate, would sustain 650 tons. 
 but I do not think that the bridge would sustain that weight. My opinion is 
 that 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 570 
 tons — that is, if the computation were right. What I mean is, that if 570 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 670 tons. 
 
 To a Juror. — The structure, previous to the accident, would sustain 
 ft weight of 400 tons. • ' ^'f 
 
 To Mr. Richards. — I am not aware of any bridge built on the principle of 
 the Desjardin bridge, except that over the Welland canal ; they are the only 
 two in existence that I am aware of. 
 
 To the Coroners.— I consider the timbers that I have seen of the broken 
 bridge to have been of full medium quality when they were first put in 3 years 
 ago; but of inferior qtjality now. Timber could hardly last so long in such 
 wear and tear without deteriorating. I think that such timbers would require 
 good attention after four or five years, owing to ihQ action of the weather on 
 them. 
 
 To Mr, Richards.— The bearing power of every 20 feet of the bridge, 
 woald be something over 100 tons. It would take a weight of 500 tons to 
 break the bridge at 24 feet distance from the land. In the old bridge I do 
 not think there were any beams broken within the 24 first beams. I cannot ac- 
 count for the breaking of the bridge. i 
 
 To Mr. Gwynne.— The greatest weight that could be on the bridge at a 
 time is about 72 tons, in the ordinary traffic. The object of my report is to 
 show that the bridge could not have been broken by a dead weight. 
 
 To a Juror. — The bridge would gi«re indications of decay before it 
 became dange^rous. Owing to the abeence of experience, I cannot say 
 poij&tiyely, but I think it would give indications of decay in six years. 
 
 To another Juror. — I have known an instance of a similar bridge giving 
 way after five years at the joints, but it was not so well protected by paint as 
 the Decpardin canal bridge. 
 
 To Mr Richards.— I saw some rather cross grained timber in the old 
 farildge, but I did not see any decayed timber. 
 
 To the Coroner.— The breaking of the needle beams in February would 
 produce an effect according as the beams were broken. If the chords were 
 materially iiyured, it would be perceptible. It is possible that suoh inJHries 
 woi^<l Qpi bj^ yidble ; it is not probable however. 
 
 -I ' 
 
 one 
 
 was 
 
ig over 
 rrom the 
 [itnefised 
 \te cause 
 part or 
 of the 
 Itcrposed 
 
 ' ' • i 
 • .1 " ■ *V 
 
 bridge, 
 t would 
 dO tons, 
 )inion is 
 . If the 
 t of 670 
 670 tons 
 je. The 
 ng. 
 sustain 
 
 iciple of 
 the only 
 
 } broken 
 a 3 years 
 ', in such 
 I require 
 ither on 
 
 J bridge. 
 
 tons to 
 
 Ige I do 
 
 nnot ac- 
 
 Ige at a 
 •rt is to 
 
 efore it 
 not say 
 c years, 
 giving 
 )aint as 
 
 the old 
 
 r would 
 Is were 
 injuries 
 
 
 3»r. 
 
 SiJfUBL SHiBP (dwofn) s^id— I am Superintendent of the Gar Department. 
 My duties are various ; have had nothing to do with bridges previouB to this 
 one ; went up to the bridge at the time of the February accident : thought 
 some damage might arise, and I ex&mined the whole of it, although it was not 
 my duty to do so ; did not detect any bad timber ; the timber taken at the 
 time was good working timber — such as is generally used for such purposes. 
 On the night of the accident, I in company with Mr. McAlpine, examinee! the 
 rail, and we found an abrasion near the switch. X had no doubt at that time 
 as to what caused the accident ; my opinion was that there was a wheel ott, 
 and Mr. McAlpine was of the same opinion ; first thought it was the left hand 
 wheel of the forward truck, but afterwards I thought it was the right hand 
 wheel ; told Mr. Brydges I thought the cause of the accident was a wheel off 
 the track ; am quite certain the two front wheels were off, and 1 feel certain 
 that the whole of the wheels were off the track, when it got on the bridge. 
 The witness then explained the way he supposed the bridge gave way. 
 
 Mr. Coroner Bull stated that at the request of some of the parties con- 
 cerned, the further examination of witnesses would be postponed till Saturday. 
 
 Mr. Richards, Q. C, said that he was desiious of having the broken 
 bridge re-arranged, in order that the jury might examine the indentations 
 more carefiilly, but he thought this could not be done before Monday next. 
 After some discussion, it was arranged that the jury should adjourn till Mon- 
 day next, at 3 o'clock, and then proceed to examine the old bridge and lo- 
 comotive, which is to be raised up and fixed on a scow. 
 
 Tenth Day, — Monday, March 30. 
 
 The jury met at 3 o'clock, p. m., and proceeded to the scene of the late 
 disaster to examine more thoroughly the state of the locomotive, which had 
 been again raised and placed in a scow for that purpose. After spending 
 two or three hours in the examination, tlie Inquest acyoumed till half-past 
 three on Tuesday. 
 
 , . , , Eleventh Day, — Tuesday, March 31. . ,. yi« i>:.\ jeM*.t) 
 
 The Jury met at half-past three o'clock. The first witness exlamined, 
 was 
 
 William Jenkins, who deposed — I am foreman of the locomotive de- 
 partment at Toronto ; am placed there to see that engines, before they go 
 out, are in proper working order. I examined the engine "Oxford" on t£e 
 . afternoon of the 12th of March. It appeared to me to be in proper working 
 order. We examine all the working parts of engines before they leave To- 
 ronto ; they are examined every time they come in ; think that engine has 
 been on the Toronto branch for 12 months ; she had been on the main line 
 previously ; the engine <*Oxford" had been under repair in the shops bat a 
 short time before the accident ; she had only run 147 miles since being re- 
 paired ; the accident was on the second day after she again commenced run- 
 ning. 
 
 GxoROB Forsyth deposed — I am general foreman of the locomotive shop 
 at Hamilton ; the "Oxford" was brought in for repairs to the shop here-~ 
 (Books were here produced which stated the condition of the engine when 
 Drought into the shop. The pilot wanted repairing — ^both pistons examining 
 — and the eccentric rod, driving and trailing wheels, guage taps — tires— &o. 
 required attention.) Burufield made that report ; the right-hand driving- 
 wheel tire burst, and then the engineer made the report as to the generttl 
 stato of the engine ; most of the repairs spoken of were material, but the 
 only reason the engine was brought to the shop, is that the wheel tire was 
 broken ; fair wear and tear caused that damage ; she was in the shop from 
 Jan. 20tli to March 6th. (Books were here produced, whloh shewed that 
 
 A,5,..«, 
 
 ---•*._ 
 
St 
 
 IH 
 
 all these repairs had been executed, as well as several others.) I examined 
 the engine personally before she left the shop ; she was in excellent, sound, 
 working order ; had to examine a wheel of the ''Oxford's" tender — the right 
 hand 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 took the express train to London and back ; she ran 
 four times to Toronto and back, making in all 347 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 fre- 
 quently than English ones ; after having had such a f rst-class repair, the 
 engine would not come in again for nine months, except for slight matters^ 
 such as tightening up piston rods, &c. . . '- 
 
 To Mr. Richards — We examined the' axles, and looked to see in what 
 condition the brasses were. The engine, so repaired, is as good as 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 
 say 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 Jviror — 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 axlee, 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. 
 
 Alex. Braid testified — I am the locomotive superintendent of the Great 
 Western Railway works, at Hamilton. I have only been there for 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 well and substantially executed; can corroborate Mr. 
 Forsyth's statement. My 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 bufier beam cut away the diagonals and so went to the bottom ; it 
 is pdaible for the front wheels of the truck to be off the track, the hind wheeli 
 
37 
 
 Imined 
 |80und, 
 right 
 same 
 In four 
 |he ran 
 le she 
 jtuently 
 ras an 
 ke fre- 
 the 
 [atters, 
 
 what 
 ^ew for 
 
 
 remaining on ; it is hardly pos^ble for the whole of the truck wke«li to be 
 off the track, and the driving and trailing wheels to be on. (Diagrami of 
 engine trucks, &c., were here produced.) I think the transverse stay of the 
 truck of the engine fell on the rails and slid along them ; think there ftre in- 
 dications on the ash-pan that it slid along the rails, and that, by keeping the 
 engine from falling very far, prevented t o wheels from cutting deep into the 
 ties ; was at the scene of the accident at about 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 about four rods beyond the switch — be- 
 tween the rails ; the wheel did not mount the rall<! again until it had pasMd 
 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 ii 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 may 
 have been broken a few minutes, or perhaps a day ; it would have been veiy 
 difficult for the inspector at Toronto to have detected it, because of its posi- 
 tion. 
 
 To 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 5 inches ; if it were 10 inches off, it would certunly cause 
 the others to come off. 
 
 To a Juror. — There were a good many people around when I examined 
 the truck ; the marks, however, were not obliterated. ' ' , '' ■ ; 
 
 To Mr. Richards.— I cannot say how it is that I did not s^e marks made 
 by the truck wheels on the right hand side, outside the track ; the iron which 
 forms the fire-box is not veir strong, but it has a strong frame; if a ton 
 weight were laid upon it, in nront, it would bear it is ; 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 aahpan may 
 have been done in the fall of the engine. 
 
 G. J. Bbydqes (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 
 immediately 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- 
 jardin bridge had additional needle beams put 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 switch 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 only 
 objection I saw to the switch being so near the bridge, was a danger that the 
 train might run off the rail there, and go into the canal. However, trains do 
 not generally run many feet after going off the track. I recollect Mr. Sharpe's 
 telling me that the axle would probably be found to be broken. Mr. 
 MoAlpine is the engineer of the Eastern section of the line. Has been for 
 nine or ten months. He has been in the Company's service for four years. I 
 consider him a competent man. 
 
 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 have the 
 
 V 
 
■<.f4- 
 
 I 
 
 power to build bridges wJbenever they please. It has been the intention of 
 the Directors to build a Inidge at St. Catharines for some time. The Direc- 
 torsrhere have full power to incur any expense tor the ensuring of the safety 
 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 tiie mile. The grade on the bridge is about the same. The 
 Directors have bad 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 a 
 great deal more besides, as sent out fron time to time. That will go on until we 
 consider the line complete. 
 
 To a Juror. — It would be desirable to have a fixed bridge at the place.' 
 The Directors would make it a double track bridge, and have an inde- 
 pendent track for the main line, and also lor the Toronto branch. That would 
 be done if the Directors had the power, to make a fixed bridge. All 
 bridges would be dangerous if a train would run off the track on them. The 
 reason why the law atout trains stopping before bridges wns repealed, as it 
 concerns the De^ardin. bridge is, that the grade there is so heavy, that heavy 
 trainscannotjtartafter 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 fixed 
 bridge, and there can be no reason why it should not be regarded as 
 such. There was a difliculty both with passenger trains and freight 
 trains. 
 
 To another Juror. — ^If the axle had broken at the switch, and the switch 
 had been where it is now, possibly the engineer might have discovered it, but 
 the axle might break at any part of the line. The only reason why it should 
 break at the bridge is on account of the curve, just before it. 
 
 To Mr. Richards.— If the right hand wheel had been off the track, 
 the presuQjptipn is that I might have seen the marks on the track. I did 
 not see such marks. 
 
 To Mr. Gwynne. — The Schenectady locomotive works, where the Oxford 
 was made, are considered to be among the best in the United States. Iliave 
 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 get 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 understanding 
 that, were it possible, they should be specially summoned at an earlier day. 
 •v! ^'^:n ,.;.. .;i!..., , Twelfth Day.-^Friday, April 3. ,. .... ' , ., 
 
 i, live Jury met at three o'clock, p. h. The first witness examined was 
 
 John L. MoAlpine— 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 swing 
 bridge, as constructed previous to the recent calamitous accident of the 12th 
 ult., I am enabled to give the following results as deduced from calculations 
 made of the various strengths of the parts composing the structure. 
 
 " I find the available cross section of the lower chords 120 square inches. 
 
 , 
 
 ^.ll 
 
 rai ■ 
 
■^:><if'5 
 
 :!^ 
 
 ion of 
 Direo- 
 safety 
 » sig- 
 near- 
 
 The 
 at St. 
 
 The 
 and a 
 itil we 
 
 plaoe. 
 inde- 
 would 
 All 
 The 
 as it 
 heavy 
 come 
 tion is 
 fixed 
 :ded as 
 freight 
 
 track, 
 I did 
 
 ■ *• 
 
 to 
 
 thfl altimate tensile strength of which is 840,000 lbs. The greatest strain to 
 which the bridge could be subjected, is that due to its own weight, together 
 with two engines and a tender, being a distribnted load of about 100 tons, or 
 equal to a load of 50 tons borne at the centre ; the ultimate strength of the 
 chords to load being in the ratio of 7i to 1. ,,>, .,, , . ,,, , .; 
 
 " The strain on the upper chords is equal in intensity to that on the 
 lower chords, but it is one of compression or thrust, while the other is ten- 
 sile ; the timbers forming the upper chords are the same in orose-sMtion as 
 those in the lower chords, and their idtimate strength is as folly in elcess of 
 the greatest load. 
 
 " The tie braces each contain 42 square inches of cross-section ; those 
 nearest the abutments are the heaviest taxed,they have each 25 square inch- 
 es of ftvailablo fibres to resist tensile strain, and 17 square inehee for bolt 
 surface; the extreme strength of one puris equal to 246,000 lbs., or 109 
 tons, their ultimate strength to load, being as 7 to 1 nearly. 
 
 " The smaller braces in pairs, each one 6 x 34 inches, are in strength near- 
 ly in proportion to the tie braces, and are consequently capable of per- 
 forming an almost equal amount of work. Unlike the tie braces, the nature of 
 the strain to which they are subjected is variable, they being either in a 
 state of compression or tension according to the position of the load. 
 
 '* The united strength of the floor beams is 650 tons, the p^eatest weight 
 they had to bear 75 tons ; ultimate a^qng^ to Ipa^belpgag B , seven-tenths 
 
 ""•'■• ,,-.r.-, .^'- <•-. .,,,tt,,, .^1 y,.,.-f:<l . u • ■ '.Tn /' flM 
 
 "Finding In all the other parts of the structure ample capacity for the 
 greatest strains to which they could have been liable, and making reasonable 
 allowance for imperfections both in materials and workmanship, I am led to 
 the conolnsion that the ultimate strength of the bridge for a distributed load 
 could not have been less than 876 tons, or in the ratio of ultimate strength 
 to greatest load as 8f to 1. 
 
 ';-; " JoHH L. MoAlpim«, '" • "f "S" ''': "'!; 
 
 .^ , { .r,^ Engineer^ JEaaiem Divition." 
 
 (8iis/ned,) 
 
 HauiiTOV, April 3, 1867. 
 
 Examination resumed : 
 
 It was about a quarter to 8 o'clock when I examined the Aiai^ on the 
 ties. The marks appeared to me to have been made by the tmek wheel of the 
 engine ; believes the engine to have been off the track. The bridge has been 
 under my superintendence for 10 months. During this time I nave never 
 beard any complaint from any source, in reference to the insufficiency of the 
 bridge ; always considered it safe. TVhen the accident occurred in February 
 last, I made a thorough examination of the bridge, and ordered the repairs 
 to be made. None of the longitudinal timbers were then broken ; the end 
 timber towards the lake was broken ; if was struck by a freight car. 
 
 The chords were not ii^iii'ed in the least degree. There irere 17 ad- 
 ditional needle beams put in in February, and 12 in July. 
 
 ' To a Juror — Does not think the present bridge stronger than the old 
 stractnre. An iron swing bridge would be more durable, but does not think 
 it would be any stronger. 
 
 To Coroner — If two or three inch planks were laid on the hridge on a 
 
 level with the rail, it would not render the bridge safer. In that case should 
 
 a locomotive run off the track, it would break the li^ttice work, and go 
 
 oyer. 
 
 c To Mr, Richards— Saw the marks inside the rail0| they were perfectly 
 
40 
 
 ili 
 
 
 ri 
 
 Kfl 
 
 freeh ; searched for marks outside the rails, but did not discover at:} ; there 
 were eome marks inside the rails which were made in February ; saw some 
 marks which he could not account for. 
 
 Gbo. Lowb Rbid, (sworn) — Was Chief Engineer of the Great Western 
 Railway ; I was at the scene of the accident at 10 o'clock on tha<f "veninjg ; 
 made an examination of the bridge on the following day, and have drawn up 
 • report. 
 
 rPhe report was then read.] ; ■'■' '''U^;' ^"'^ j-rffrrrn; n.^iniod^ : oi^-. 
 
 Examination resumed — I saw the marks on Che ties ; they were ne>,')^- 
 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 off the track before 
 it got on to the bridge ; marks may have been made outside the rail. 
 
 The rail that wns taken omt of the water had an abrasion on its sur- 
 face as if there had been a sliding 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 5 
 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. 
 
 Fbederiok Pbbston Rdbridge, 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 l^en presented to the Public Works Department at Toronto — a 
 eopyM 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 been in an unsound, 
 nnsf^fe and dangerous condition, on and before the 12th of March, 1857. 
 
 To the Coroner. — Had the weight of 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, it would of course take great 
 ooiiuusfflon 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 shouldhave no hesitation 
 in crossing over it now. The lower chords are much weakened by the bolts 
 which pass through them. 
 
 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 sufficiently strong. 
 There were two weak points in the bridge, which it is 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 26 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 the front of the buffer beam struck the lattice 
 work wb^re the red mark appears. In fftlling, it is probable that^the engine 
 
«111 
 
 ; there 
 Lw some 
 
 Western 
 ivening ; 
 jrawn up 
 
 ne\:j'^- 
 
 |Mr. Mc- 
 
 did not 
 
 Ude on a 
 :k before 
 
 its Bur- 
 entum of 
 ing at 20 
 laa at 6 
 the loco- 
 but 8up- 
 
 lave been 
 Jd by the 
 I remains 
 tatement, 
 )ronto — a 
 
 )f time in 
 unsound, 
 1867. 
 1 equally 
 ed the en- 
 Phe lower 
 die beams 
 ake great 
 he iasuffi- 
 be unsafe 
 tiesitation 
 the bolts 
 
 Ige. Sup- 
 ) miles an 
 le chords 
 ned a lo 
 r wide ; a 
 [y strong, 
 suppose 
 e work in 
 . Thinks 
 rack. In 
 r perhaps 
 le lattice 
 iie engine 
 
 roaM itrikft'MHae p<irtion of 4h» Tfood-work of the teidgo. aqd «M^flr Boue 
 aehptnrtloleaof'pMni Off wood as is said tafaay» been found oft4uid- wider 
 'tbei4iat»o*<the4Miffer beam. 
 
 , , V Opficb- of Pcblio- Works, r^ 
 
 ,,,:, Toronto,' March 26> 1867, 
 
 '^^ Ti' A.^B«0Ly,"E8q;j^ Seeretary. 
 
 '" Sir,— I h4ve the honor to prtsent tb the Cdmrafssioneri o^f^liHi Wbfki 
 the rest^lt of mv investigation, pursuant to instructions f^om th^' Hoiifb^^le 
 AsflfstaiitCottm'reionei^, t6 visit the IbdaTity of the tecent kd Wfcldfent and 
 rejibrt 0t>oA th^ fkcts wbich' tbei*^ present thfeniselves; t^ith tefWihcfe' tft^'the 
 
 Six days in 'fexamftrfng eV^ry^ piortiori ' of the • W-oketi'tttrttertf^AfWifeaibr- 
 taer bridge ,• having matnrely wirfgHed 6very 'circfamtrtfafBc0''<;^ndin^ t^lWtow 
 Hnf mght upon the VMrigin of its fall,! submit withsom^ degt^ of OdiMdimoe, 
 the letfnvietions wbidi atf least have not been hastily ibrmedtiponi'thisr'Ttry 
 
 -pstinfUl' (subject. I" accept as a fact, 'What the raising ' of ' thtf Mgtne 
 goes far ' to ' prove, " that a defective ^axle, showing iridiorftionaifof 
 a Daw at the rtght hand wheel of the forward Iff uckfof^ the ^ ioco- 
 ni6tivevh«id broken ilush offr with its bearings -on the liMlid^journal/«thb>^rst 
 
 ' evidencb of which is Apparent near the switchj about 13B feet ^frowtdelll- 
 
 ' feted briidge ;'tbe sharpnees of the curve at- this point/ on « ddSeendtng grade 
 as I am informed of 49 feet, having caused the lefkwheel todrop-be^Kveen 
 tbe^raile) of the Toronto and main Western line at the junotion, where the 
 Finch no doubt not enly bent tbe Toronto rul and broke; the chair, but caus- 
 ed all the abrasaon on the iron spikes and rods and some of tbe iieai;er indenta- 
 tions on tbe hardwood sleepers which have been so mpch remarked i^pon. — 
 There is but little question iu^ my* mind that tbe left-hand forward wheel -was 
 first off, then on, and again off tbe rail on the !Pay side^ a^ circums^nce, 
 which coupled with the flagging- ot tbe fore part of the engine frpm the loss 
 
 * of its usual (support, would probably, by this time have excited the notice 
 and alarm ot the engine driver, and induced him when too late to wHvrtler^n 
 "breaks"; and would also account in some degree for any jolting^ or fibrnto- 
 ry motion, more than ordinary, which some of . the witnesses have referred 
 to. While conceding thus far this disturbance at 'the forward wheelf, lam 
 fully of opinion tbe remaining wheels of the truck an^ the hind Wheels 
 kept the rails on to the bridge up to the point the locomotive bad r'^^tidoed 
 when violently thrown off. the track by the givjnK way ol'the bridge, Tjbere 
 is not sufficient evidence that the engine was wholly off' th^'^i^ack in'tbe 
 slfight single line of marks which has been so much scrutiplzed of Tate J^jLVey 
 are neither heavily enough indented, noi- have ^nf -p^raNet^iniiirtts ou^^e 
 
 'rrlgbt side ever been noticed. Aforeover, had siicfi n^e/i'^^theufe&se' 'thfe gi«g»ne 
 Wonld either have ploughed into tbe needle beams from th<^'toe df thif fc&dge, 
 on the outside' 6t the right hand raiVof Woiild have sti-iict thd ^dfe tttHce 
 bt«cinar full iii firbnt, hnd thus have gone bter i;he stdne'iilWttnent. 
 
 Again, takinig the bther assumption,' tbatth'ebtiffe^' beiira'of'lh0"(?ii|ftje 
 had torn away the liMttice bracing a few 'feet ftonnhfeioe ''of Ihe' bridge' ^'on 
 iM rijirht hand; in'that thegrtpportcase of the l.lWer'char* Ifethi^ "flhittrbred, 
 itskWlity as a portidriof a beiim, breaking 'With '22 'tdnf<?t«itihV'B<lVd* Wen 
 
 - IttntanftVy'ttban^ed td one sinking rindet flve-and-a^half ten*, tAid'tbef ' en^ne 
 must haVe pitoheh end dowtawirdf^ Without eVerrefcWhnig^ie^fhirfeft^tU^^n 
 
 ' the *»ridgfef 'itfielf. ' ¥Vbm all the facts which 1 can bfin|f' tur'bftar, TH^xftn^fixe 
 tfigine 'had reached it^ehtire l^gth on the btktge, '^bille^ tfad^f^ont %h«eli of 
 
 ) th»fop#ftrd trtick> of'thd>46h€ervwdr«'<Gftill<yyver thifriffBOOry. >>-!Ai''beMire 
 
 ^ 
 
""-•/f' 
 
 ) 
 
 \a- 
 
 •tated, from the loss of its nsa&l support forward on the leading whee^i, t%jr 
 •Dgine, while still on the rails, would have an uneasy motion, which won1u< , 
 tell disastrously on the tremulous platform of the frail bridge, and it n' j be 
 from the unequal revolving or **foul{Dg" of the disengaged wheels, an ' the 
 oscillating motion of the front part of the engine, a considerable concu^sive 
 shock or succession of ahoeks. 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 
 Dnndas 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 imusual 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 insufiSoient parts of the structure. The engine having 
 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.foroing 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 offerees, 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 e^dence which I can gather elsewhere ; 
 'the bent form of the rails, parallel with the 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 sound 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 timbers 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- 
 ing the evidences which they would have afforded, if undisturbed, the Fub- 
 jeot of after coi^jecture and uncertai^^ty. 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 
 
 .-Tlfi'l 
 
WOUluT 
 
 wonlu 
 
 J be 
 
 ' the 
 
 \js\ve 
 
 Iflacient 
 
 sisting 
 
 43 
 
 the bridi^o timber8,(lepended,were fractured at the pointti where the section 
 >f the timbers 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 bolts cut the fibre transversely ; ber., i ac, was the scarf joint of 
 either stringer. No. X. where only t v^ ooits occurred,had resisted the shock, 
 while at No. XI. again weakened by t ir^a ho ts, another fracture showed it- 
 self on both sides ; between XI. and XII. the great force of the blow fell, as 
 the lower chords evidenced by the spUnterai trj pnients, and portions being 
 missing ; at No. XIII., where another soari was .'cund, ithad broken as in the 
 former instances ; in fact, the whole testimony oi the shattered lower chords 
 gave proof that these were unsafe portions o: tae bri dge. I next proceeded to 
 examine the character of the timber, upoa wa.ch so much had been suspend- 
 ed by two or three bolts at intervals, nine teet apart. This examination was 
 by no means satisfactory ; whether fromcas perpetual jarring effects of pas- 
 sing trains, or from previous ii^uriea wjicli £ hat heard it had undergone-^ 
 one having occurred in the month of February |uat transpired — it struck me 
 the vital elasticity of the timber had beooino impaired. I discovered heart- 
 wood, cross-grain and unsound wood in these important string timbers, the 
 pans in the vicinity of the bolts were blackened, crushed and impoverished, 
 aud 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 haadtul ot rotten wood, which, I can 
 now produce. This, further weakened by a tKzart joint at the same place cor- 
 responding with one on the opposite sida,gave little promise of security under 
 the weight or heavy train passing. The priaciple ot 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 etringers, which in 
 their turn are suspended by the lateral braces and upper chords. All the 
 rigidity the bridge possesses is from thestidaesa ot 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- 
 ing 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 investigatioa, may not be condemned as 
 insufficient, as I shall presently show j but its durability, in my mind, is very 
 unpromising, and cannot be relied on so favourably as other modes of bridge 
 building which might be adduced. If moreover, the ensile strength of any of 
 the supporting braces be found deficient in one or more points, the weakened 
 beam below is still further untrustworthy, and such a disaster as that of the 
 12th of March was likely to be the result ; the reduced section of the lateral 
 braces, 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, 1 here point to these facts as a reason why 
 the Desjardin Canal Bridge gave way on the side upon which these defects 
 were discovered. The new timber, moreover, which had replaced that injured 
 by the accident in February, was not of a choice description : some of it ap- 
 peared, from its fracture, to shew like top-wood, or timber from the upper 
 portion of the tree ; one beam especially I noted, where a long knot, in the 
 vicinity of a bolt hole, shewed a rent with a short vertical fracture. It is, ot 
 course, a safe assertion now that the bridge between its bearing points has 
 been tested, almost as a new straQtorei with a weight of 70 or 80 tons, to say 
 
44^w 
 
 If 
 
 ( 1 
 
 thtt tti«>bridM if BofflefwDtly itroug^ Ba/viagmad» < the cakalfttUhi tot Ati 
 einmgih pmnm* to this teat being applkd, and mentioned the' result to 4he 
 HdttoraMe AfMiatwit Gommlsgiooer »ii(l>other8.iI shall refer to the eetimatioa 
 thenfinn Aod believed to be nearly correot^ that the breaking weight of the 
 abo«««xteot>of bridge^ .say i72 teet, might be taken at /Thrkb uukdrbp ana 
 FiraTiTWA/coKadHMlvrmlf:. borne, one third of which, or ,,117 tone, being tj^ei 
 uealul^raetiBalaeuiuM of its strength; tp test it, <theretpr«^ with two, eni 
 giyia widn iBie<tieodflr , . weiighlng together, 8a7.,76 tons, .^ad ,quite,,withi%thfli 
 rimilflfaftfiiJt3(.wid..preqik9;(ion, as a sound piepa of op^/itrnctlonw The ba«jlf,',„ 
 ofikifttOftkMikAiQitfVaii^Wot to asspAie the 8ide4at^e|ng,f^i4 cbprdp as » i}g^ ,, 
 beaiiBflf «4uAh(«igi4i^7 ^b<^d misgivings, an4, which the a^cident^as de^u>^T,.. 
 8ttirtlfae*i^^We,pne,; since a beam, 72 f^et lopg by J19 feet dee|), woaM ;, 
 ^<MM^^nR%,i|m9H ^grfater breaking weight, but., X spugh)^ the elemepts of 
 Btrffiffth r(5jiigt|ie,w^pl^i W i*8 part; and what each portion Qf Jower chords, 
 niiie>fb«iXQAg4>fvfi«9n.tbeu^ suspending supports was calculated to beiir ; thI|||^V 
 I tieV<N^4^^ tnO'lru^ ^e^sure of the strength, of the Desjar^in GanaTBrlSge/" 
 Ha^J^cj k)W/Y^ JphQirof been equal to the shock) the needle beams would alone' 
 ha^Drqi^^^r6|}gb. leaving the lower attached to the upp^r chords and traces 
 whtt^t^i)i^|[4<^ii)^ chords present a croM-section of 12 in. 
 
 by'5 m., two of such being connected together by transverse bolts on each side, 
 thes9 D9^lH^<^ c^ch in diameter, reduce the section (not to mention the' 
 BCQ^f8)rto A bekm 7^ inches in depth by 10 inches broad, and nine feet in ' • 
 ledgtli ; whjcd, for the two chords, one on each side of the bridge, under an • 
 uniTQihn 16^; l^opld break with a weight of 45 tons, or 22 tonnfor each singly.' 
 A ^p^yy Ibcbmotive of 36 tons would press upon or occnpy two of these pofr 
 tioQ^ of ptaifloirm, or eighteen feet in length, and as it is shewnthat'lt would ' ■ 
 req^ulre ^8 tbns to br^ak (his extent, taking one third of the latter as the safie '■ 
 pra;^cii| stri^ag^h, this, therefore, would be a severe test inasinuoh«» 37 1" 
 exj^p^ds 29), lor doijistant and daily use. For a 28 ton engioe, wlrnhL have '-• 
 aestttted the Oxford to have been, the weight would just fall Within the limits. > 
 of ^fc'e't>racttcfiV'?kr®°?!'P» *"^ might be confldently run over while the-bridge-<-' 
 conti^|iied( syi^Q^* Foftfh!) heaviest class engines, thdreforoy it would be desir-^^ 
 ab'^{ip (n<^e^^ thd' ^ep^h of the lower chords say dto 14 inches instead of 12^ ^'■ 
 an^Ift^oi'ppmion that when the needle beams were replaced after the iajary > 
 in TeWnairj by others, the lower chords likewise shonid have been renewed, ' 
 an^TiH^ tlai|]Ngr8 of a; debper scantling. In adding thra additional two inches 
 ■ '' '* " '"t^e' lotirep chords, while only increasing the weight of material 
 
 would have beeaadeoided'' 
 or the ability of sustaining^ - 
 Under these more favmv-- 
 
 U] 
 
 ;c't«uiiii^t^n^^^ lower chords would have been strong enough to have •-• 
 ted.ihe j^h(K;l( of an engine dropping nine inches on to the' timbers, even- i 
 
 abl 
 
 haQ[,|ie, ^eedle' beaag^s given Way — or as 117 plus 71s=94 tons. Several forcea^^ 
 we^0'pjr6^g^t.iiitq suction at the destruction of the bridge. If, 'as 1 atntofopmedjo- 
 th% ^i^gkiil ^^ A de^en4in^ grade of 50 feet per mile, or say I in > 150, thei" 
 
 efr(|(^c\wOuM;be i^l-d lions fotce of gravity to an engine of 28 tens entering on 
 ^i_ • r_ jif^id iij^-' -# x«^g bridge. In addition to its transve — "^ --•--_._- 
 
 8 eflFect of torsion or twisting, fVom 
 t^e braces on the left or Bay mde to 
 irhe^e^pobix^i^ted >«(^itlithe lower chords at their weaker section 
 
 th^' m<jj(^tii<l .^pljine of the bridge7 In addition to"i ts transverse and eohesive' j 
 Btr|dM^, ih^jre'^^s also the efiTect of torsion or twisting, fVom the engine being- 
 cain^^ t^e braces on the left or Bay mde to lM*eak ehort voff 
 
 whMe'coijnebtea '^itt the lo 
 
 ' there was also' 
 
 Ju^Jhe}( serl(^6,.injiLi;y before alluded to, from the blows or conous8ion;i 
 
 'gpu^ offtake (^er^njged \^heels and broken axle, which wheels I -find weigb.q 
 
 0qdt ^tu linX^dbrgd and eighty pounds, pioducing the effect of a falling 4 
 
 ' y th^ firefi^ de^iniciive force of which there is not aufidently positive > - 
 
 ' ''•^^W^til%ed;^ 
 
 dUgh, therefore it is, and miut remain, a sul^t <tf nayite^iuid nnotc^A. 
 
45^1. 
 
 fer >itr ., 
 
 imaCkm. .. 
 
 log (*«! H 
 
 e ^Mti*,,,, 
 
 lepts of 
 chords, 
 
 BrlagS - 
 
 d ^lone' 
 d trtlces 
 
 if 12 In. 
 
 chride, 
 tion the' 
 J feet in • 
 Oder an^' 
 
 singly.' 
 flepoFr 
 t would > 
 the safe '' 
 Ih 8» 87^1 (' 
 t'I'hav«i>^ 
 he limit i 
 abridge ^ - 
 le desiiv <i 
 I of 12^ a 
 siojaiTtvi* 
 »n«weayj< 
 > 4acfae»^<:^ 
 lateriiUr^i 
 
 ieoided''-)^ 
 tainiog^c 
 e fatmv^'v 
 9 have VI 
 8, even J. I 
 1 forces I o 
 formed, 't 
 50, theui 
 'ing on~^ 
 shesivojsi 
 r being' J 
 ort off. J 
 as also- 
 »ussionji 
 [weigh .! 
 falling 4 
 
 j^ 
 
 s / 
 
 
 i»j Mi In/ 
 
 I.N 
 
 Ijr« M to the real, decided came of the accident to the bridge, itself, yet n 
 
 is In my mind no uncortuioty as to the state and strength of this raili.t 
 
 '/way flknicture to resist or euataiu any untoward shook ; acoording^, apoaik t 
 
 thOQghlful consideration of the foregoing ciroumstanoes, I have come to the . i 
 
 ^coaolusion to report the Dc&uardin Canal Swing Bridge to have been in an d 
 
 unsound, impaired and dangerous condition on and before the 12tb of llareb , i 
 
 last^i 
 
 And! hare the honor to be, ^i ;. ■.'•< ,(•;' >:ni 
 
 fiifjiJ* < -d 1 Yonr obedient, humble sorvant,f.i ♦•.''-.-' - 
 
 liafijl »/' '.u- I ' <•.'•' ' i ■■■■■' F. P. RnsiBOi, , 
 
 Assistant Engineer Publie Works.< 
 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 takiMp tfaeifoMe* 
 of gravity upon an incline ot 1 in 105, it may have pressed the <bri^e timbers 
 wim aboat twenty-six tons. 
 
 The accompanying plans, sketches and photographs, are referred to'M>^ 
 illuBtFRting many of the foregoing remarks. 
 
 . '':' "!."'*.' '.' Thwtemth Day— Saturday^ April Ath. n • ' .i-j/,' 
 Th6' Jufy 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 as of a locomotive 
 engine, constructed under Mr. Sharpe's direction, by a tew of the mechanics 
 employe^ at the shops of the Great Western Railway. 
 
 Mr. Rubidge was further examined. He said — I consider the bridge 
 safe, but barely so, for a train going over on the rails. Of course, I consider 
 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 yiold and give way. 
 
 To a Juror — The weakest parts of the bridge are where the defective parts 
 were dispuvered, (pointing to the model.) Here (No 8.) was a defect in the 
 chord— ;One-elghth of it was Injured. Here (No 10) was another weak point. 
 Thfe braces were evidently broken with a very light stress. The whole of the , 
 rigl^t hand side was weak. 
 
 'To Mr. Gwynne — I entered the Board of Public Works as a draughts- 
 man i|,nd assistant engineer. I was employed in laying out the Beauharnois 
 Caiiqd, enlarging the Lachine canal, &c. I acted in the field under Mr.. Reef- 
 er, previous to my entering the Department I had been engaged under Mr. 
 Ba&rd on the Welland canal, on that between the Bay of Quinte and Presque 
 Islb,^ and on the railway near Cobourg. I first commenced in the country 
 30 years ago,;,^ a surveyor. I never had any training as a civil engineer 
 beyond that which 30 years' experience gives. The most celebrated engineers , 
 are, those who have commenced in this way. 
 
 Th6 Coroners objected to further questions of this descriptioii. 
 
 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 
 bridge^ 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 coDiBider inferior. I do mean to say that these are inferior samples of tim- 
 ber for ordinars bridges. I think a swing bridge might be constructed which . 
 woi^d prevent an engine ^oing off the track, from going over or through the 
 the bridge. I would Qot.msist on the impofisibility of <ui engiiie going^y^^.. 
 
I 
 
 I! \ 
 
 It id, however, not unlikeW that a tubular bridge might be made strong enoai 
 to refltflt in both casefl. If the rails were on the top of a tubular bridge, of 
 conree the engine would go over, if it went much to one Hide. I speak mere- 
 ly from my Impreiwiona as regards tubular bridges. I do consider a swing 
 bridge of timber might he made much stronger than the structure at the 
 De^nrdin canal. 
 
 I form my opinion as to the danger of going over the bridge in a car af- 
 ter its construction, from a belief that the principle of the bridge is faulty. 
 Not in any supposition that the weatlier 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 
 oanal bailt on the same principle. 
 
 Mr. Gwvnne — If you found that sound and requiring no repair — having 
 in the meantime had none, except in the bracing up of the bolts— should you 
 conceive your opinion erroneous T 
 
 Witness — I don't say that the Desjardin bridge was unsafe — I merely cal*.- 
 culated 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? 
 
 Witness — Not at all. I compare my theory with results shewn on 
 other bridges, much stronger than this. The nearer you approach rigidity in 
 the construction of bridges, the nearer you attain perfection. The insertion 
 of bolts in the Desjardin bridge is calculated to cause permanent injury to 
 the bridge — sofc wood in contact with hard iron gets jarred. I think they 
 support the lower chords, and do not contribute to the rigidity of the bridge. 
 I do not confess to arrive at any conclusion that because the Thorold bridge 
 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 De^ardin 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 iigure 
 the fibres of the timl^rs. Certainly .9 masts of a vessel striking it would 
 do so. 
 
 To Mr. Richards — I consider the De^ardin bridge, in principle, like a 
 succession of bridges, 9 feet in length — not as a single rigid beam at all. The 
 end of the 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 r^onstructed 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 Aractnred. 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 bridge 
 were made by the tender. The marks on the cross ties I believe to have 
 been made by the wheels of the engine coi^jointly 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 body. 1 think it very likely that 
 the right hand wheels of the locomotive made the marks on the ties between 
 the rails, after it had canted over, and the rails were torn from the stringers, 
 and thrown, together with wheels, inside the track stringers. 
 
 <r 
 
 >1j 
 
 II 
 
: enoat 
 •Idge, of ■ 
 ik mere- >^ 
 i ewiDg 
 I at the 
 
 u 
 
 I am 
 
 47 
 
 Tbomis 0. Kxirea C. E. deposed— I Tiaited the bridge, and examined it 
 >rding to the desire of the Goronora. Having examined both the bridge 
 id traclc at intervals since the accident, I have prepared a report of my ex- 
 aminations. 
 
 [The report, which was lengthy, was then read. We give the concluding 
 parti 
 
 From the condition of the traclc, the wrecic of the bridge and train, 
 led to the following conniderationR : — 
 
 1. The bent and abraded rail, and broken chair at the switch, and the 
 scarred and broken switch rodH, indicate a derangement of some portion of the 
 train when passing this point. 
 
 2. The stone coping of the abutment being higher than the switch rods, 
 and the track sleepers, and more unyielding, would, if that derangement were 
 in the engine truck, throw that truck off at the abutmemt, on feeling which 
 the engineer most probably would immediately whistle on the brakes. 
 
 3. If the derangement was cansed by a failure of the right hand leading 
 wheel of the engine truck, this truck would go off upon the right, and, after 
 crossing the stone work, would be supported upon the right band rail, and 
 elide upon the cross bar which carries tlie weight of the outvlde springa 
 
 4. If the buffer beam of the engine (which had been freshly painted 
 about a week before the accident) the paint of which is rubbed off on the right 
 hand-forward angle, and is similar in color to that upon the lattice, four feet 
 fh>mthe end of the bridge, made that mark, the position of the truck would 
 at this point have brought Ixtth the driving and trailiug wheels of the engine 
 off the track. The drivers having no flange, would, with frozen ground, leave 
 no perceptible mark upon the sleepers, and the trailing wheels, with nearly 
 all the greater part of the weight on the truck and drivers, would make com- 
 paratively slight indentations in the oak sleepers passed over. The distance 
 between centres of the leading truck and the trailing wheels is 19 feet 4 inches, 
 and at a point 18 feet back of the end of the bridge there is a consecutive line 
 of marks on the ends of the sleepers outside of the right hand rail, commenc- 
 ing close to the latter and diverging from it, with the single exception of the 
 sleeper next but one to the stone work. The distance between this unmarked 
 sleeper and the stone coping is 4 feet 6 inches. Before the trailing wheel 
 reached this sleeper the driver would have mounted the coping, and may 
 have thus carried the trailers over this unmarked sleeeper. 
 
 6. If the sooty mark on the right hand lattice, 24 feet from the end of 
 the bridge, was made by the smoke stack, the engine truck must have at that 
 time sunk 3 feet 6 inches below the grade of the rails, and her trailing wheels 
 probably one foot, while no portion of the tender was then upon the bridge. 
 If the smoke stack was detached, as the line of the mark is forward rs well as 
 downward, the track must have been still further bac . If the buffer beam 
 made the mark four feet from the end of the bridge, this beam would, with 
 the engine travelling in that direction, have passed completely through the 
 lattice suspenders at a point 11 feet from the end of the bridge, thus destroy- 
 log it before the weight of the drivers and trailers had passed the face of the 
 abutment. 
 
 6. If the engine truck were uninjured before falling, the effect of the fall 
 has been not only to break an axle '* short off' but also to completely separate 
 four other wrought iron connections in the stays and spring hangers ; while if 
 the buffer beam painted the lattice, the missing right hand wheel would have 
 been in contact with the chord and breaking latticf s before the sooty mark 
 was made ; and, supposing the axle had previously been partially broken, the 
 action of a continued moving force would account for the complete separation 
 of the axle and the stays of the axle box. Such an action wouJ^ also account 
 
 -■':!'^:^ 
 
^- 
 
 y'' ' 
 
 -^^/ 
 
 / 
 
 '^ \ 
 
 t'Hs 
 
 :vi 
 
 hf 
 
 f 
 
 ' ' fijsp tlw ]yhi« ApHftten fdrmed in the tmffet ' b««iB ' and 4h« ^akiNN* inl 
 
 !' thread of tb«!cfcortl bolts. ^1? 
 
 ' 7. t The outer ring df the axle fraetnre not being oxidisedt, lN)nld tndlllK'J 
 that previous to its immersion in the water it had revolved long enoo|^ lir i 
 
 '- tc^i-ft'aotfii'ed condition to become oiled, and thus proteloted ft<om rust. The^ t 
 champered angle of the inside bearing box more strongly points to a contimied^^ 
 
 "revolution of the wheel in contact wi% itforsome time after the aicte 'yielded, ^ 
 and before it was completely separated. 
 
 8. The absence of any marks of th6 trttck Wheels 'outside of th^ right ^ 
 'hand>rail>to correspond with them on the inside of th^ !iame,taiay beacoOtSMtted 
 for by the fact that the needle beams were here covered by the loosd 'flo<H*hg 
 of thie foot path, -and upon the supposition that the broken right>haiKi lead- 
 ing Wheel^.'detMhed^'by' thd iblownpofk -the stone worlr, would be doablefi^ tinder 
 
 <>the trodt AiEinMi aind keep the fbtlowing one fVonl striklng.^the weight of the 
 engine fltiU being principally <^iiihiik the vails and the truck inclined to the 'toft; 
 
 ->al0e! that th4' buffer beam,^ in ooataot with the lattice^' • woiuld'^iMtaiii- these 
 
 >■ wheels abo^e the level of the needle beams. 
 
 9. ' Th^absence of any traces of the driving or trailing' wheels upon* the 
 needle beams, with the exception of the ftrst one, may be acooanted for \/f the 
 
 ''■Dppotition^ Istv that the support on the right had been cut aiway before these 
 
 T wheels 'left the stone-work^ and that in falling the needle beams kept a-keadof 
 
 ) them ; and, 2(idly, since the needle beams were suspended by bolts passing up 
 
 »ia thai open space of ten inches between the chords, which bolts were hung 
 upon loos&4»{^ blocks, free to slide along the top of the chords to to theetxtent 
 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 space 
 ■*<^hat alter these three beams were thus driven forward;, there would be an 
 
 > open space wider than the diameter of the driver or trailers, throogh which 
 these might drop until the ash-pan rested iipon 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 frosh 
 
 !> marks within the rails extended from the switch fo the bridge, a distance of 
 130 feet. As many persons had been working near the bridge, rescuing the 
 wounded &c, any fVesh marks on the short distance of 20 ^et outside the 
 right hand rail might have beeiii.trampled out. or hidden f¥om 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 — ftom a consideration of the evi- 
 deuces at the switch and on the track, and the subsequent appearance of the 
 engine and the bridge— that from the failnre 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 oa the engine, and the oak fibres (of what I believe was the 
 cowHsatcher beam) found on the chord bolt. wj i.^^-t y\\\ , ? wf » 
 
 I have considered it preferable to investigate the causes of the disaste'r 
 without reference to the sufficiency of the bridge as a structure, or estimates 
 of its ultimate strength or breaking weight. This depends wholly upon an 
 asBumed ^OMtant-for the tensile strength of white pine, which-quantity ifi de- 
 
 I 
 
 set 
 
 its p 
 
 andf 
 
 been 
 
 tosa 
 
 tion 
 
 chor( 
 
 to st 
 ner i 
 
 Eeef 
 
 Cant 
 
 used 
 
 land 
 
 men( 
 
 0' *: J 
 
 rega 
 
 mar! 
 
 mar 
 
 the 
 
 befo 
 
 foui 
 
 whei 
 
 mar 
 
 Hef 
 
 turn 
 
 
 f**"" 
 
 es, 
 
 on t 
 
 ardi 
 
 sert 
 
 whi 
 
 hav 
 
 han 
 
 oft 
 rigl 
 
 Iftl 
 "di 
 act 
 no 
 
'<Il^ 
 
 lid tnc 
 loagb it 
 ruat. The^-: 
 i coBthmedf 
 :1« 'yielded, ^ 
 
 f thb right ^ 
 acoOMted 
 aci flo<>Htag 
 baiKi lead- 
 iblefAi tinder 
 light of the 
 tolheleft; 
 ^aiii- these 
 
 i npoD' the 
 for by the 
 tefore these 
 >t a-head of 
 passing up 
 were hung 
 I the extent 
 a with the 
 eaeh space 
 ould be an 
 lOgh which 
 
 it hand rail 
 Qsideration 
 ;e the frosh 
 distance of 
 sscatng the 
 tutside the 
 view, par- 
 arks which 
 Iter extent 
 I compara- 
 
 of the evi- ' 
 ince of <sbe 
 heel of the 
 wheel itas 
 i following 
 t, which it 
 le into the 
 1, and the 
 he painted 
 i^e was the 
 
 e disaster 
 
 estimates 
 
 r upon an 
 
 tity Us de- 
 
 / 
 
 rl 
 
 ^1^ 
 
 from ejfperiment with specimens which can hardly be taken as a fair 
 Rrfkgeof all the qualities which in practice are placed in the best wooden 
 Tigea. In the fact of its having carried the^trafHc of the Great Western 
 ^h^^ay for. three years — and of its having been swung repeatedly during the 
 seaSoti of navigatioQ without requiring adjustment, [of which, indeed it is from 
 its plan incapable,] the Jury have the best evidence of the vertical strength 
 and stiflfness of the bridge. To what extent its original strength may have 
 been impaired by time, use, aad the accident of February, it is impossible now 
 to say ; but if I am correct in my belief' of the immediate cause of its destruc- 
 tion on the i2th March, any wooden bridge with the roadway upon the lower 
 chords wonld have shared a similar fate. 
 
 •'f-'i» ».,* r.u ' •, T. C. Kbefeb. ?i)*i 
 
 After the reading of the report, Mr. Keefer submitted a series of diagrams 
 to show the position of the bridge and train after the accident ; and the man- 
 ner in which the marks were made on the bridge. 
 
 After some discussion^ the jury decided to a^oum till Monday, when Mr. 
 Keefer would be further examined. 
 
 Fourteenth Day, — Monday April Qth. 
 The Jury met at 3 o'clock, p. m. 
 Mr. KsEFBR was re-examined. • i •< f • . *. i 
 
 ■t.i 
 
 *i/ 
 
 '! f .'ir-i V '4'<1 
 
 Mb. Ebbtkb stated, he commenced his profession in 1838 on the Erie 
 Canal. In 1840 he had taken out a license as a Surveyor. But he had not 
 used it, as he had been employed almost immediately afterwards on the Wel- 
 land Canal. He had also been employed on the Ottawa, and had then com- 
 mencf'd the survey of the Grand Trunk. He had been the Chief Engineer on 
 0^ -1 1'ailroad for a year, but did not consider he had very great experience as 
 regards them. He had seen a train running off the track ; considered the 
 marks on the track are those of a locomotive. He^had discovered the^outside 
 
 marks on the track by measuring from those in the inside of the 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 which he 
 found were made at that time. His reason for thinking that the three truck 
 wheels were on the rails up to within a few feet of the bridge, was that the 
 marks on the ties, from the switch to the bridge, were parallel with the rail. 
 He thought the truck, when the wheel struck the coping, would naturally 
 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 the rails 
 on the right hand side of the track. He had measured them with Mr. Rich- 
 ards and others. At that time Mr. Richards had not appeared willing to as- 
 sert there were none I He saw no lateral blows on any of the first eight beams 
 which had been sufficient to break them. He thought that the truck might 
 have been slewed round afresh when it struck the lower chord on the right 
 hand side — the engine meanwhile travelling in the presumed direction. 
 
 CoROMBB Bull — ^Had the bridge broken by dead weight, would fractures 
 of the lattices on the left ha^d side be so very different from those on the 
 right? 
 
 Mb. Kbefbr — That would depend on how the dead weight had acted.—- 
 If the bridge had broken by dead weight some bolts would be found to have 
 '<drawn" or some results would have appeared, different from those which 
 actually were shewn. He had examined the lattices carefully^ and had seen 
 no such signs. ' i'ffjjni «.v,:^ «wnT« 'mi 
 
 w- 
 
;/ 
 
 60 
 
 ■4 
 To a Juror. — Had he anticipated the accident, he would h^yriDi 
 
 track run upon the the top of the bridge, instead of the bottom, bq'] 
 engine could not go through — and if it ran over, probably the enamft'; , 
 and perhaps baggage car would alone be precipitated into the can«M. ^|;L,^ 
 examined the timber of the bridge. There were a few sticks jivof very gopdji.^ 
 but the beams were as good as those generally used in tinijt>er st/aplture?. iSa '\'' 
 thought the bridge wa-^ of a kind very wt^)! adaptjed Cojr a ^^W'Ji^t^^Pi ^^fj^PVPi. 
 Iterbaps he would not have built it so. , ..^., i , ,. "..!.=. -' ^, !, ''.J7:'^ ■ 
 
 To another Juror. — He thinks that in that place there was ueight s^IEk^^ 
 eat to have built a bridge for a train to run over the top of it. VtMpn a XttAn 
 ran on the top of a bridge, several additional stringers anal chori^^^i^tt ]w 
 put in to strengthen it so as to resist almost any weight or strain. When 
 the t^ack ran inside the tressel, there bad to be a couside^^V,<!|^^spii(C^ between 
 the chords, to aUow of the passage of the engine and cars. ' ^ ,.^ 
 
 Jambs C. Stkbkt, deposed—I am a Civil Engineer, and was, ai; o^ til|^, 
 oonnected with the Hamilton and Toronto Brandb voad, as coiitractqr's #genl. 
 I beard no complaint as to the Desjardin bridge, nox* was Ijt^fl? buAt^ess to iR' 
 spect the bridge, as it is on the main line of the Great Western Railway. I 
 have been perfectly acquainted with the bridge for four years, and oonctive "^ 
 it capable of bearing up anv train running on the traek. I conceiri, boW-^ij^ 
 ever, that the principle of its construction is had, incase of a trai.u running 
 off' the track. I have seen^several swing bridges of iron, and one draw Jiiridge * 
 of wood. I kuow of a bettor principle of construction than that ot tjie JDsejardia 
 bridge. J have read Mr. Whipple's calculations, and I have reason to beUeVe 
 them correct. I think, however, that a bridge might be made as light An!t 
 e^ier than the De^'ardin canal bridge, to answer the same purpose. It is on < 
 the London and South-Coast Railway, its construction was directed by Jdt Ras^ 
 trick. I think the bridge' would be practically stronger, if the tnwfftep were 
 0^ less depth, and the lattices thicker, although the bridge so constfQoted 
 would be theoietically weaker, the same quantity of timber behiguse^iti 
 each case. Another defective principle in the construction of the bridge, !s 
 thfi placing of the needle beams below the chords, instead of upon tbem, m 
 in case of breaking, they act as powerful levers to break the chorda. d 
 
 To Mr. Richaras^I should think if the bridge were injured by tkei Feb> 
 mary accident the flaws would have been perceptible. I saw the bridge libe 
 day after the February accident, also the day after the late accident. I look* 
 ed, but merely in a cursory manner. I saw no ma>'k8 on the right hand sidtt 
 of the track. 
 
 To Mr. Gwynne — I did not examine carefully. If the hri^e was well 
 repaired after the February accidenv, 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 he absolutely safe. I conceive that the truck only 
 wa9 off the rails up to the moment of going down. The driving wheels may 
 have been off, but I don't think the^ struck the bridge with much violence. 
 If I found marks on the right hand side of the rails, corresponding as t^ the 
 guage with those on the Inside of the track, I should imagine they were ijlade 
 at the san\e time. 
 
 ^'[ To the Coroners— I think the bridge would be safer if planked. I would 
 flOt 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 successiQn 
 of blows w«» giyen to the needle beams by the wheels, thus giving a tvibra- 
 tocy motion to the whole structure whioh accelerated its ^l, 
 
 To Air. iRiobArdfr—I think the truck must have bn^en off the T^ilf) at t^ 
 moment qf onterwg the Iwidge. Tl»ei;e h Qo ip^ck of a vQry yipiieqt Ufnyf oa 
 the cross ties found. ,,,^ -, ^ ;^ ^;,, \^^ 
 
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 Fifteenth Day — Tuetday, April %th. 
 
 T 
 
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 conctive ^ 
 
 running ' 
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 Jury tiiet at three o'clock, p. m. .!<.( .. ,. ; i 
 
 the uoroners had briefly summed up the evidence «nd Htnted the 
 pB, t^lje Jipry retired to consider their verdict. The fc^lowiog is the 
 
 VERDICT OF THE JURY. ' ' 
 
 Cp^^fjr^ OF WiKTWORTB. 1 "An Inquisition indented and taken for our 
 1 To JfU : / Sovereign Lady the Queen, at the city of Hamil- 
 
 ton, in th^ 'county of Wentworth, the 13th day of March, 1857, and other 
 4kJ[^i (ftcoording to adjournment,) before H. B. 6aN and J. W. Rosebrugh, 
 fe^quic^s, Coroners for the said County, for our Sovereign Lady the Queen^ 
 on vieiW of the bodies of Donald Stuart, A, Grant, John Russell, Mrs. Beck, 
 Jos^j^ Barr, Mrs. Doyle, James Gannon, Samuel Zimmerman, Thomas Be»- 
 B^r . jTpiva 3harp, Rev. Alfred Booker, Erastus W. Green, Thomas Gorwell 
 or I>oyIe, an Infiint daughter of Mi-s. Beck, John C. Henderson, Mrs. Jno. 
 Resell, D^n^e^ Hecord, Edward Duffieid, Mahaly Clare, €apt. James Suther- 
 land^ Adft.m jferrie, Geo, Darragb, James Roes, Jacob C. Snyder, Junior, 
 John' Wilford, Alexander Burnfield, Mr. Bartcm Senior, Robert Crawford, 
 'Mrs. Sturdy, Hugh McSloy, Rev. Dr. Heise, Timothy Doyle, Patrick Doyle, 
 Jaqoes Karkntss, Charles Brown, W. H. Kendall, Diana McFiggan, John 
 Bradfield, a man unknown, John Morley, Elien Devine, Mary Devine, Geo. 
 SA^loan, Jam«s Forbes, D. Curtis, D. Witter, Mrs. Bradfield, Ralph Wade, 
 Oldin Campbell, G.eo. Bllaird, G. McDemie, Hugh McEvoy, Mary Jane Da- 
 ids, James Major, MjcSp Ilowden and child, George Knight, Mr. Farr, and 
 iM|^ji|P^. Stevenson, being then and there lying dead. 
 
 "Upbn the oaths of Jambs McInvyre, Foreman, James Osborne, Joseph 
 ^ Li^er, John Moore, John Galbraith, Levi Beemer, Robt. Roy, Jesse Nicker- 
 ^ntoi?,*'5'homas 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 Hnmilton, at 10 minutes 
 past four o'clock in the aitemoon of the twelfth day of March last, having 
 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 which 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 thorough repair, and six days previously to this melancholy oc 
 ca^n, according to the evidence, had turned out of the repair shop in a 
 gcud and satisfactory condition. They likewise find that before leaving the 
 
 
 ^^v. 
 
^I.^l «*^'#*^w ' — — ••^-'^'^ ■" ' '**' 
 
 52 
 
 
 H 
 
 ^' 
 
 Toronto Station with the tri 
 amined by a proper officer ai 
 (ttr. 
 
 the 
 
 >^«' 
 
 n this fatal track, the said 
 rted by him to be in perfftq) 
 
 I'^i. 
 
 • hi 
 
 U 
 
 The Jurors aforesaid also find (hat the said iiriage oinr.tlie 
 
 « 
 
 cani4 w^ built of wood, and ooostructcd of sufficient utre^^tll jRor tluBOtMi^ 
 yeyance of the traffic of the lifee s^ly and^curely over thefaid ta^dgo* •»<^' 
 Tided: Ittiat the locomotive and -caii^lremalaed on the railwqf^traelk, ~ 
 the salil bridge was not built of sufficient sti^ength to susta 
 tKain inpase they should run off the track while passing ov^ 
 
 tie Jurors are of opinion that the only certain wajpo^ fNtwirlSbf 
 ist fli-jiimilar catastrophe, at the SMue place, would be t|ie inc^iL^r |^ 
 leui bridge, tmt they would, therefore, strongly urge oi|^« :0of|H^ 
 datt«e tE«r rame to be built forthwith, and also that thoi 
 |[(mi Haes should have separate tracks over said strui 
 rithfAwitches, which are always objectionable in 
 
 'illtoon would further recommend the renewal ot 
 [t nuns to come to a dead stop before passing oftiuisani 
 IridgfSl^VMfaviiig as they do, that the lamentable aodteit 
 roiled htaOlilrfrecautionary measure riemained l^filiilf i«ru«f 
 
 , U. B. B 
 
 >^j 
 
 ■■!# 
 
 J. W. Ri 
 
 JAMES 
 
 JAME^'OSBORNB, 
 JOSjirai LISTER, 
 JOHN MOORE, V 
 JOHN GALBREAITE, 
 LEVI BEEMER, 
 ROBERT ROY, 
 JESSE NICKERSON, 
 THOS. B. HAi^RIS, 
 ROBE»I OSBOiSiE, 
 WM. OrkERR, 
 ALEX. HAMILTON, 
 CHAS. IfAQILL, f 
 HORATIO N.,.CASE, 
 JAMEftVCUAfMINGS. 
 
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